BR British Rail
Crimson & Cream Crimson and Cream Crimson Cream Blood & Custard Blood
Custard Blood and Custard BR British Rail Crimson & Cream Crimson and Cream
Crimson Cream Blood & Custard Blood Custard Blood and Custard BR British
Rail Crimson & Cream Crimson and Cream Crimson Cream Blood & Custard
Blood Custard Blood and Custard
Southern Railway
2
BIL Units
(nos.2001 – 2152)
1st
August 1962 and the demise of 2 BIL 2088 at Barnham
2-car Bi-Lavatory units
(nos.2001 – 2152)
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CONTENTS |
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© Hornby
R3162 Model of 2 BIL No.2134
INTRODUCTION
The 2 BIL units
were built in four distinct batches:
|
|
Unit nos* |
Built |
Purpose |
|
1. |
2001 to 2010 |
Feb-35 |
Brighton Line scheme to Seaford and
Ore |
|
2. |
2011 to 2048 |
Aug-36 to Jan-37 |
Portsmouth No.1 scheme |
|
3. |
2049 to 2116 |
Jul-37 to Dec-37 |
Portsmouth No.2 scheme |
|
4. |
2117 to 2152 |
Aug-38 to Nov-38 |
Reading Extension scheme (Virginia Water
to Reading, Ascot to Ash Vale and Aldershot to Guildford) |
|
|
*after renumbering took place |
||
The first 2 BIL
units were constructed for the 1935 extension of the Brighton line
electrification to Seaford, Eastbourne & Hastings, (Ore). Order number
HO 806 (dated 23rd March 1934) was for ten two-coach units for
the semi‑fast and stopping services. They were known as ‘2 BIL’
units; this denoting that both coaches of the unit had access to a lavatory.
These units
appeared as 1891 – 1900 although the first unit (delivered in
February 1935) was numbered 1890. However, this unit was renumbered 1900 in
January 1936 to make way for the final 2 NOL unit. The other nine 2 BIL
units were ready about March 1935.
The 2 BIL units
were ordered alongside other batches of stock for the 1935 electrification
extension scheme:
6 PAN units numbered 2021 – 2037
(Order no. HO 805 - seventeen
six-coach corridor units for the express services)
2 NOL units numbered 1824 – 1855
(Order no. HO 807 - thirty-two
two-coach non-gangwayed units for local stopping
services).
Public services
over the newly electrified lines commenced on 7th July 1935
after a period of trial running from May 1935.
This first
batch of 2 BIL units (as well as all subsequent orders) was constructed at
Eastleigh on new underframes from Lancing with steel‑clad timber framed
bodies and canvas covered roofs. These units were not gangwayed
between coaches and were coupled with the centre buffer /three-link chain
arrangement. However, as they were intended for use on some quite lengthy services
it was considered necessary for all passengers to have access to a lavatory so each
coach were provided with a side corridor and one
lavatory these being located at the opposite end to the driving cabs.
All the seating
was in compartments; each compartment having an outside access door and a
sliding door into the corridor. These units were similarly equipped to most of
the 2 NOL units and the 4 LAV unit (also the vast majority of the
suburban three coach motor units) with electro-magnetic control equipment
(supplied in this case by Metro-Vick), resulting in a large driver's cab in the
motor coach and a raised floor in the guard's brake as a result of this control
equipment.
In the motor
coaches smoking was allowed in the two compartments (including the coupés) at
the van end of the coach and the three at the opposite (toilet compartment);
the two remaining compartments being designated non-smoking.
In the driving
trailer composites smoking was allowed in the three third compartments behind
the cab and in the three first compartments at the inner (toilet compartment) end
of the coach; one first class compartment and the adjacent third-class being
designated non-smoking.
However, subsequent
batches of 2 BIL units were equipped with EE electro-pneumatic control
gear (as were the last batch of 2 NOL units and all subsequent ‘1936 type’
stock built); this equipment all being below solebar level allowing a smaller
cab to be provided. This difference meant that once again and like the MV
control equipped 2 NOL units, there was a difference in the power cable
conduit runs between the cab ends of the motor coach and driving trailer. The
later batches had the same (driving trailer style) arrangement at both ends.
This first batch
of units were regarded as satisfactory and further units of a similar type were
then ordered during 1936 for the next three electrification extensions as
follows:
1901 ‑ 1920 and 1954 ‑ 1971 in
1937 for Portsmouth No. 1 extension
(Order HO 898 dated 8th
January 1936 (36 units) with a further two added as order HO 903 on 27th January
1936).
2049 ‑ 2116 in 1938 for Portsmouth No. 2
extension
(Order HO 949 dated 6th November
1938 - 68 units).
2117 ‑ 2152 in 1939 for Reading extension
(Order HO 948 also dated 6th November
1938 - 36 units).
The two
additional units for HO 903 were added when Farnham - Alton was added to
the ‘Portsmouth No. 1’ scheme.
The motor
coaches of each of these further batches (final numbering 2011 to 2152) had a
larger luggage area, six first class compartments and one four seat coupe (when
compared to the first batch of units numbered 2001 to 2010).
SR RENUMBERING
The rapid
expansion of the Southern Railway’s electric fleet had led to the numbering
system becoming rather complex, with the Portsmouth No 1 batch being split
around the existing 4 LAV numbers, and a renumbering scheme was drawn up
from January 1937 to tidy-up the numbers and put them into a more logical
sequence, this affecting the 2 BIL units. Unit numbers 1891 ‑ 1900
now became 2001 ‑ 2010 (renumbered in order) whilst the newly
delivered Portsmouth No 1 batch (not yet in traffic but in store or
working running-in turns) became 2011 ‑ 2048. The final two
batches of units carried their new numbers when delivered.
CHANGES IN DESIGN
The three
larger batches of 2 BIL units had a number of detail improvements over the
first ten units, principally that now having EE electro-pneumatic control gear
allowed a smaller driver's cab and a larger guard's brake to be provided in the
motor coaches, the luggage space in the first batch having proved inadequate.
The larger guard's brake also meant that one of the full compartments in each
motor coach was now reduced to a coupe (seating four) whilst the remaining six
compartments were made slightly wider.
Other changes
were made to the location of some of the doors along the corridor side,
resulting also in changes to the window layout.
Following a
collision at Woking in 1937 when 2 BIL 2046 suffered a partial underframe
collapse the final batch of ‘Reading line’ units featured a reinforced
underframe design and heavier buffers. This raised the buffing load from 90 to
120 tons. As a result, each vehicle in the final batch weighed about one
ton more than the earlier ones.
30th
March 1963 and 2 BIL 2084 at Ardingly
IN SERVICE
Once delivered,
this large fleet of 152 units was found working widely over all the electrified
routes of both the Western and Central sections of the Southern, though they
were much less common on the Eastern section, where similar duties were covered
by the 2 HAL units built later for the Gillingham & Maidstone
electrification scheme in 1939.
However, an eight
coach 2 BIL formation was diagrammed to cover the 8:23am Sevenoaks to Cannon
Street and 6:5pm return with other associated workings, the train being berthed
at Orpington overnight. The trainset was changed over on Friday night to New
Cross Gate with a fresh train returning to Orpington on Sunday evenings formed
off a service arriving from Brighton. These workings ceased in February 1939
when new 2 HAL units took over these trains, units 2610 - 2613
being put into traffic for this working from 24th February 1939.
Formations of
units up to twelve coaches long could be found from Waterloo, Victoria and
London Bridge. Units on the Central section also ran in conjunction with
4 LAV and 2 NOL units on some trains, whilst mixed formations with
4 SUB units were not uncommon.
2 BIL units
also deputised from time to time on suburban services though their lower
seating capacity was a disadvantage when working such trains. However, these
units could not run in multiple with the ‘main line’ fleets of PUL /PAN /BEL
and COR /RES /BUF units.
All batches of
units were intermixed in traffic and units therefore received their routine
maintenance at Fratton, Wimbledon Park and Lovers Walk depots.
Heavier body repairs and overhauls were carried out at Lancing works
whilst electrical overhauls and bogie changes were dealt with at Slade Green
Repair Shop. More serious damage and collision repairs were carried out at
Eastleigh works whilst other unscheduled repairs were also done at
Peckham Rye and later Selhurst Repair Shops. Following closure of
Lancing works in 1963, bodywork overhauls were transferred to Eastleigh.
The 2 BIL units
continued on their intended duties for many years although four units were
destroyed during the war by enemy action and many others suffered lesser damage.
A few others with damaged driving trailers had these replaced by ‘all‑steel’
type 2 HAL pattern vehicles during the early 1950's; some of these being
mounted on recovered underframes from damaged vehicles.
The toilet
water heaters were isolated during the war years and not reinstated, though the
hot taps remained in the toilets until removed in the early 1960's.
NATIONALISATION
Nationalisation
in 1948 had little effect other than the units' livery changing from SR to BR
green.
During 1953 all
units were modified with a compressor governor fitted to prevent units being
able to take power until sufficient brake pressure was available to stop the
train, this following a ‘runaway’ collision at Guildford involving a 2 BIL
unit.
Similar
equipment was fitted to all other units and whilst modifications were in
progress a temporary restriction was imposed on two car units running solo, this
affecting unit diagrams for a while (along with those of the 2 NOL and
2 HAL units). During the modification programme, units dealt with had a
small 2" diameter white circle painted onto their bodysides close to the
cab doors, once all were completed these were then removed.
Third Class
became Second Class in June 1956 resulting in the vehicle types changing, the
motor brake third (MBT) now becoming a motor brake second (MBS).
From 1956 the
2 NOL units began to be withdrawn, their bodies scrapped and the
underframes recovered for further use in construction of new ‘SR type’
2 EPB and 2 HAP units. 2 BIL units were used to cover some of
the former 2 NOL duties, being supplemented by 2 HAL units now being
displaced from the Eastern section by new 2 HAP units. Unit 2146 was
the first to receive the new style circular BR carriage crest circa March 1957
replacing the ‘riding lion’ crest used hitherto.
The 2 BIL
and 2 HAL units had no operational distinction (except for a small batch
of 2 HAL units used between Victoria and Gatwick Airport) and were
freely mixed from about 1960 onwards.
During the mid-1960's
units began to gain air horns in place of their whistles (possibly starting in
1963; certainly some received horns in 1964) and had UIC (Union Internationale
des Chemins de fer) yellow bands applied at
cantrail level to indicate the location of the first class compartments. Small
yellow warning panels were painted onto cab ends from January 1964 with units
2080 and 2087 amongst the first BR(S) units so treated: the yellow later being
extended to the whole cab end.
Many of the
small yellow warning panels were hastily painted on (some undertaken in
stabling sidings) so dates for their application are few and far between. Where
a painted ‘by date’ is stated in the livery table (below) this may have been
obtained through photographic evidence. If no date is known then N/K applies.
With the yellow warning panels /ends came the black inverted triangle on the
motor coaches; this denoted that there was no brake van at the other end of the
unit.
A system of
electrical code letters allocated to each vehicle was introduced in 1963 and
the 2 BIL units were included in this, the motor coaches becoming CA
whilst the driving trailers were DA, though the first ten units were not
included in the scheme.
31st
March 1963 and a 2 BIL (possibly unit 2059) passes
Copyhold Junction en route to Ardingly and Horsted Keynes
CORPORATE BLUE & WITHDRAWAL
From late 1967
units began to be repainted into BR blue livery with full yellow ends; unit
2111 being the first in October. Following the replacement of the 4 LAV
units on the Brighton line in 1968/9 by new 4 VEP units, further batches
of the 4 VEP units were ordered to begin replacement of the 2 BIL and
2 HAL fleet and withdrawals of undamaged units began in 1969, some still
being in green livery.
The first ten 2
BIL units were among the earliest withdrawn and delivery of further 4 VEP
and 4 CIG units and redeployment of 2 HAP units saw the 2 BIL
fleet steadily lose the main line stopping duties on the Portsmouth line.
Displaced 4 COR units were then used to replace the units on the Waterloo
to Reading /Guildford lines and further 4 VEP deliveries saw the last
scheduled workings on the Brighton main line on 30th April
1971, leaving their last duties on coastal local trains from Brighton.
The final day
of normal public service for the 2 BIL (and 2 HAL) units was 29th July
1971 with units 2016 /2034 /2111 /2023 /2040 in use. Three units were retained
for a final railtour on 25th September 1971 when the last three
(2111 /2035 /2040) were withdrawn.
Withdrawn units
were sent to Slade Green, thence Selhurst for stripping of equipment prior to
sale to scrap dealers and disposal. However, one unit (no.2090) was claimed by
the National Railway Museum and preserved. Unless accident-damaged most units
were withdrawn in batches and stored at various locations around the system
awaiting movement to Slade Green /Selhurst for electrical stripping.
Some units were
out of use for a few days/weeks prior to their official withdrawal date.
Following stripping there were further periods of storage before units were
hauled away to the scrap dealer to which they had been sold. The ‘scrap date’
in the following lists is usually the month in which the units were hauled away
from the SR, but some survived for some time afterwards in scrap yards prior to
being broken‑up.
The class
number 401 was allocated to the 2 BIL fleet by BR as part of the TOPS
system in 1972. However, as units had all been withdrawn for disposal by this
time this was not carried on any of the units.
20th
August 1962 and 2 BIL 2004 leads another into Ardingly
The inverted black triangle on yellow warning panels /ends was
there to provide an early indication to station staff that there was no
brake van at the other end of the unit.
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|
Unit no. |
BR(S)
Green livery dates |
BR(S) Blue
livery dates |
Notes |
|
||
|
Yellow warning panels |
Full yellow |
Yellow warning panels |
Full yellow |
|
|
|
|
2001 |
N/K |
Withdrawn |
|
|
|
|
|
2002 |
26-Nov-64 |
Withdrawn |
|
|
|
|
|
2003 |
N/K |
Yes |
Withdrawn |
|
|
|
|
2004 |
27-Sep-65 |
Withdrawn |
|
|
|
|
|
2005 |
N/K |
28-Nov-66 |
Withdrawn |
|
|
|
|
2006 |
N/K |
Disbanded |
|
|
|
|
|
2007 |
27-Oct-64 |
Withdrawn |
|
|
|
|
|
2008 |
Yes |
Withdrawn |
|
|
|
|
|
2009 |
N/K |
11-Jun-65 § |
Withdrawn |
|
§
yellow wrap |
|
|
2010 |
By May-68 |
Withdrawn |
|
|
|
|
|
2011 |
Nov-64 |
14-Aug-67 § |
Withdrawn |
|
§
yellow wrap |
|
|
2012 |
N/K |
Withdrawn |
|
|
|
|
|
2013 |
N/K |
Withdrawn |
|
|
|
|
|
2014 |
Withdrawn |
|
|
|
|
|
|
2015 |
N/K |
Withdrawn |
|
|
|
|
|
2016 |
26-Nov-64 |
No |
No |
26-Apr-69 |
|
|
|
2017 |
By Jun-67 |
Withdrawn |
|
|
|
|
|
2018 |
N/K |
Withdrawn |
|
|
|
|
|
2019 |
2-Dec-64 |
Withdrawn |
|
|
|
|
|
2020 |
9-Dec-65 |
Withdrawn |
|
|
|
|
|
2021 |
N/K |
Yes § |
No |
5-Apr-67 |
§
yellow wrap |
|
|
2022 |
N/K |
Yes § |
No |
1-Jul-67 |
§
yellow wrap |
|
|
2023 |
N/K |
Withdrawn |
|
|
|
|
|
2024 |
16-Nov-64 |
No |
No |
18-Jan-69 |
|
|
|
2025 |
12-Jan-65 |
No |
No |
9-Jan-68 |
|
|
|
2026 |
N/K |
18-Dec-67 § |
Withdrawn |
|
§
yellow wrap |
|
|
2027 |
3-Feb-67 |
Withdrawn |
|
|
|
|
|
2028 |
Feb-64 |
Yes |
No |
By Oct-69 |
|
|
|
2029 |
11-Oct-66 |
Withdrawn |
|
|
|
|
|
2030 |
N/K |
Withdrawn |
|
|
|
|
|
2031 |
N/K |
Withdrawn |
|
|
|
|
|
2032 |
N/K |
No |
No |
By Nov-70 |
|
|
|
2033 |
Aug-64 |
No |
No |
By Nov-70 |
|
|
|
2034 |
N/K |
No |
No |
21-Jul-69 |
|
|
|
2035 |
N/K |
Withdrawn |
|
|
|
|
|
2036 |
9-Jan-66 |
No |
No |
By Oct-70 |
|
|
|
2037 |
26-Aug-66 |
Withdrawn |
|
|
|
|
|
2038 |
N/K |
4-Mar-68 § |
Withdrawn |
|
§
yellow wrap |
|
|
2039 |
N/K |
Withdrawn |
|
|
|
|
|
2040 |
By May-69 |
Withdrawn |
|
|
|
|
|
2041 |
N/K |
Withdrawn |
|
|
|
|
|
2042 |
N/K |
Withdrawn |
|
|
|
|
|
2043 |
N/K |
No |
No |
Mar-68 |
|
|
|
2044 |
15-Mar-67 |
Withdrawn |
|
|
|
|
|
2045 |
May-64 |
Withdrawn |
|
|
|
|
|
2046 |
N/K |
Withdrawn |
|
|
|
|
|
2047 |
N/K |
Withdrawn |
|
|
|
|
|
2048 |
N/K |
c.May-68 |
Withdrawn |
|
|
|
|
2049 |
N/K |
Withdrawn |
|
|
|
|
|
2050 |
6-Jan-66 |
26-Mar-68 § |
Withdrawn |
|
§
yellow wrap |
|
|
2051 |
24-Jan-67 |
Withdrawn |
|
|
|
|
|
2052 |
30-Nov-66 |
No |
No |
By May-70 |
|
|
|
2053 |
30-Jan-65 |
18-Sep-67 § |
Withdrawn |
|
§
yellow wrap |
|
|
2054 |
Yes |
Withdrawn |
|
|
|
|
|
2055 |
16-Nov-64 |
24-Apr-67 |
Withdrawn |
|
|
|
|
2056 |
10-Mar-65 |
22-Nov-68 § |
Withdrawn |
|
§
yellow wrap |
|
|
2057 |
N/K |
25-Aug-67 |
|
|
|
|
|
2058 |
2-Jun-66 |
?-67 |
No |
9-May-69 |
|
|
|
2059 |
N/K |
Withdrawn |
|
|
|
|
|
2060 |
15-Apr-66 |
14-Nov-68 § |
Withdrawn |
|
§
yellow wrap |
|
|
2061 |
9-Jan-67 |
Withdrawn |
|
|
|
|
|
2062 |
23-Aug-65 |
No |
No |
28-Nov-69 |
|
|
|
2063 |
N/K |
Withdrawn |
|
|
|
|
|
2064 |
14-Jan-65 |
No |
No |
5-Dec-67 |
|
|
|
2065 |
N/K |
Yes |
Withdrawn |
|
|
|
|
2066 |
N/K |
Withdrawn |
|
|
|
|
|
2067 |
28-Oct-66 |
No |
No |
By May-70 |
|
|
|
2068 |
N/K |
Withdrawn |
|
|
|
|
|
2069 |
Mar-64 |
Withdrawn |
|
|
|
|
|
2070 |
N/K |
Withdrawn |
|
|
|
|
|
2071 |
N/K |
Withdrawn |
|
|
|
|
|
2072 |
12-May-65 |
No |
No |
7-May-69 |
|
|
|
2073 |
N/K |
Withdrawn |
|
|
|
|
|
2074 |
15-Sep-64 |
4-Mar-68 § |
Withdrawn |
|
§
yellow wrap /last green |
|
|
2075 |
N/K |
No |
No |
By Oct-69 |
|
|
|
2076 |
By April-69 |
Withdrawn |
|
|
|
|
|
2077 |
N/K |
Withdrawn |
|
|
|
|
|
2078 |
N/K |
4-Jul-67 |
Withdrawn |
|
|
|
|
2079 |
N/K |
Yes |
Withdrawn |
|
|
|
|
2080 |
26-May-65 |
No |
No |
6-Feb-69 |
|
|
|
2081 |
N/K |
Withdrawn |
|
|
|
|
|
2082 |
16-Nov-66 |
Withdrawn |
|
|
|
|
|
2083 |
N/K |
9-Jun-65 § |
Withdrawn |
|
§
yellow wrap |
|
|
2084 |
N/K |
Withdrawn |
|
|
|
|
|
2085 |
27-Oct-66 |
Withdrawn |
|
|
|
|
|
2086 |
N/K |
No |
No |
By Feb-70 |
|
|
|
2087 |
1964 |
Withdrawn |
|
|
|
|
|
2088 |
No |
Withdrawn |
|
|
Barnham
derailment 1962 |
|
|
2089 |
By Feb-67 |
22-Oct-65 § |
Withdrawn |
|
§
yellow wrap |
|
|
2090 |
N/K |
16-Jun-67 |
No |
6-Feb-70 |
|
|
|
2091 |
N/K |
Withdrawn |
|
|
|
|
|
2092 |
N/K |
Withdrawn |
|
|
|
|
|
2093 |
N/K |
15-Nov-67 § |
Withdrawn |
|
§
yellow wrap |
|
|
2094 |
N/K |
Withdrawn |
|
|
|
|
|
2095 |
10-Nov-65 |
Withdrawn |
|
|
|
|
|
2096 |
Yes |
Unlikely |
Withdrawn |
|
|
|
|
2097 |
N/K |
Withdrawn |
|
|
|
|
|
2098 |
N/K |
No |
No |
26-Aug-69 |
|
|
|
2099 |
9-Dec-65 |
No |
No |
By Jun-70 |
Air
horns fitted |
|
|
2100 |
20-May-65 |
Withdrawn |
|
|
|
|
|
2101 |
May-64 |
No |
No |
20-Jun-69 |
Air
horns fitted |
|
|
2102 |
Withdrawn |
|
|
|
|
|
|
2103 |
31-Dec-64 |
No |
No |
By Oct-69 |
|
|
|
2104 |
3-Jun-66 |
No |
No |
18-Sep-69 |
|
|
|
2105 |
12-Jan-67 |
Withdrawn |
|
|
|
|
|
2106 |
16-Nov-64 |
Withdrawn |
|
|
|
|
|
2107 |
N/K |
Withdrawn |
|
|
|
|
|
2108 |
N/K |
Withdrawn |
|
|
|
|
|
2109 |
N/K |
Withdrawn |
|
|
|
|
|
2110 |
14-Feb-65 |
Withdrawn |
|
|
|
|
|
2111 |
N/K |
No |
No |
21-Sep-67 |
First
blue 2 BIL |
|
|
2112 |
26-Oct-66 |
No |
No |
20-Sep-68 |
|
|
|
2113 |
25-Mar-66 |
6-Aug-68 |
Withdrawn |
|
|
|
|
2114 |
18-Oct-66 |
Withdrawn |
|
|
|
|
|
2115 |
26-Apr-65 |
Withdrawn |
|
|
|
|
|
2116 |
Jun-64 |
Yes § |
Withdrawn |
|
§
yellow wrap |
|
|
2117 |
N/K |
Withdrawn |
|
|
|
|
|
2118 |
N/K |
Withdrawn |
|
|
|
|
|
2119 |
Withdrawn |
|
|
|
|
|
|
2120 |
N/K |
Withdrawn |
|
|
|
|
|
2121 |
N/K |
Yes |
Withdrawn |
|
|
|
|
2122 |
N/K |
Withdrawn |
|
|
|
|
|
2123 |
N/K |
No |
No |
19-Mar-68 |
|
|
|
2124 |
N/K |
Withdrawn |
|
|
|
|
|
2125 |
By May-67 |
Withdrawn |
|
|
|
|
|
2126 |
N/K |
Withdrawn |
|
|
|
|
|
2127 |
N/K |
Withdrawn |
|
|
|
|
|
2128 |
N/K |
Withdrawn |
|
|
|
|
|
2129 |
N/K |
Withdrawn |
|
|
|
|
|
2130 |
N/K |
10-May-67 |
Withdrawn |
|
|
|
|
2131 |
Withdrawn |
|
|
|
|
|
|
2132 |
17-Jan-67 |
No |
No |
By Apr-70 |
|
|
|
2133 |
N/K |
No |
No |
30-Nov-67 |
|
|
|
2134 |
By 1967 |
No |
No |
By Aug-68 |
|
|
|
2135 |
25-May-66 |
No |
No |
30-Dec-68 |
|
|
|
2136 |
27-Mar-65 |
Withdrawn |
|
|
|
|
|
2137 |
N/K |
14-Mar-67 |
No |
By Jun-70 |
|
|
|
2138 |
N/K |
Withdrawn |
|
|
|
|
|
2139 |
N/K |
No |
No |
13-Jan-70 |
|
|
|
2140 |
19-Aug-65 |
No |
No |
18-Dec-68 |
|
|
|
2141 |
N/K |
21-Mar-67 |
No |
30-Aug-69 |
|
|
|
2142 |
Yes |
Withdrawn |
|
|
|
|
|
2143 |
N/K |
Withdrawn |
|
|
|
|
|
2144 |
N/K |
Withdrawn |
|
|
|
|
|
2145 |
N/K |
Withdrawn |
|
|
|
|
|
2146 |
25-Sep-65 |
30-Nov-68 |
Withdrawn |
|
|
|
|
2147 |
N/K |
16-Mar-67 |
No |
30-Oct-69 |
|
|
|
2148 |
N/K |
Withdrawn |
|
|
|
|
|
2149 |
N/K |
Withdrawn |
|
|
|
|
|
2150 |
24-Nov-65 |
8-Jul-68 |
Withdrawn |
|
|
|
|
2151 |
N/K |
27-Nov-67 |
Withdrawn |
|
|
|
|
2152 |
N/K |
Withdrawn |
|
|
|
|
|
|
|
|
|
|
||
29th
October 1961 and 2 BIL 2150 takes second-stage at Horsted
Keynes
This first
batch of ten units (delivered early in 1935) were the prototypes for the larger
batches of units built during the next three years. Each unit consisted of a
motor brake third (MBT) and a driving trailer composite (DTC), and had similar
equipment to contemporary suburban units. Cab end design was similar with a
domed roof and the usual side buffers, central drawhook
and low-level air brake hoses whilst power, control and lighting jumpers were
mounted on the cab end.
A standard
stencil route indicator was fitted between the two cab observation lights, with
the whistle to the nearside of the driver's window. The secondman’s window is
hinged (on the external door side) to open outwards in order to for the driver
to lean out and change the route indicator’s stencils; the opening frame of
this window making it look smaller in size when compared to the (fixed)
driver’s window.
The bodysides
along the luggage van and cab area was not flattened and inset as on the
4 LAV units, therefore the cabs at both ends of the unit were full width.
Each coach had a full-length side corridor, both these being along the same
side of the unit as marshalled. When the motor coach was leading the corridors
were on the nearside.
The motor brake
third consisted of driver's cab entered by inwards opening doors each side,
this cab being 9' 1" wide to accommodate some of the electro-magnetic
control equipment behind the driver. Like similarly equipped suburban and
2 NOL units, this resulted in power conduits running up to roof level on
the left-hand side of each observation window (as seen facing the cab).
The guard's
brake van followed (there was no access from this to either the cab or the
passenger area of the coach), this being 7' 11¾" wide and with a pair
of outward opening doors each side for access. No side lookout duckets were provided; the Guard having periscopes in each
direction to assist with observing signals.
The remainder
of the motor brake third consisted of seven third class compartments (all
5' 11" wide each seating 8) giving an overall capacity of 56 third.
Each compartment had an exterior access door whilst there were three doors
along the corridor side. From the guard's end these were placed opposite the
partition of the first/second, the door of the fourth and the partition of the
sixth/seventh compartments, resulting in an outside window layout of large
sidelight (L/S/L), door, three L/S/L, door, three L/S/L, door, L/S/L and toilet
window.
The lavatory
was located at the inner end of the coach. This coach was given the diagram
number 2111 and weighed 43 tons 6cwt. The motor bogie below the driver's cab
was equipped with shoegear and fitted with two MV339
motors of 275hp, though these were replaced by EE339 motors during the 1950's.
Smoking was allowed in the two compartments at the van end of the coach and the
three at the opposite (toilet compartment) end.
The driving
trailer composite consisted of a driver's cab 4' 8 & 3/8" deep
followed by eight compartments, the four behind the cab being third class and
6' 3" wide, the four at the inner end being first class and
7' 1¾" wide, and finally a lavatory compartment at the inner end of
the coach.
The corridor
was along the offside when the cab was leading, the opposite side to that of
the motor coach so that both corridors were along the same side of the unit.
Each third-class
compartment again seated 8 and the firsts seated 6; giving this coach a total
of 24 first and 32 third class seats. There were four access doors along the
corridor side, located (from the cab end) opposite the partitions of the
first/second, third/fourth, fifth/sixth and seventh/eighth compartments. There
were L/S/L windows on each side of each door opening with three ¼ light
windows splitting pairs of L/S/L windows along the corridor length to give a
regular large/¼/large window pattern. Each compartment again had an access door
on the non-corridor side. This coach was to diagram number 2700 and weighed 30
tons 17cwt.
Smoking was
allowed in the three third compartments behind the cab and in the three first
compartments at the inner (toilet compartment) end of the coach; one first
class compartment and the adjacent third-class being designated non-smoking.
Power conduits at this end of the unit looped up each side of the headcode
glass and did not run onto the roof dome.
Overall length
of the unit was 129' 5" and they weighed 74¼ tons and seated 24 first
and 88 third. The non-corridor side had standard size ¼ light windows each side
of the door droplight, whilst those on the corridor side were carried right up
to the roofline, though the door droplights were of standard size. The
passenger door droplights were to a new design with no frame, having a brass
bar along the top edge and a wooden locking bar at the bottom controller by a
lever to lock/unlock then and allow the droplight to be moved, traditional
wooden framed droplights with leather straps to control the amount of opening
were retained for the guard‘s and cab doors. Above each passenger droplight
each door had a ventilation louvre with the vent along the bottom edge. Wooden
panelling in the corridor was painted cream, whilst the compartments had
varnished wooden panels.
These units
were ready prior to the opening of the Eastbourne & Hastings electrification
scheme and were run-in on the Brighton line, indeed virtually all the
diagrammed workings were on the main Brighton line as all workings east of Keymer Junction were covered by 6 car PUL and PAN units and
2 NOL units. As a consequence, the 2 BIL units found themselves operating
alongside 4 LAV units on semi-fast and stopping services between London
Brighton as well as to Reigate.
Four units were
soon being loaned to the Eastern section (1936) until displaced by new
2 HAL units in February 1939; these operated a peak-hour Sevenoaks –
Cannon Street service (via Orpington) – am Up /pm Down. Once further batches of
2 BIL units were built, this batch were intermixed with them after the
completion of the Portsmouth No.2 scheme and worked wherever 2 BIL units
were diagrammed.
Unit no.2006
was disbanded in July 1963 and used as part of a loco-hauled electrically
heated set on the Oxted line, two units were withdrawn in July 1968 after
exchanging their DTCs with damaged ones from later build units and the
remainder in 1969 and stripped at Slade Green or Selhurst prior to sale for
scrapping.
As these units
were among the earliest withdrawn none received blue livery. However, unit nos.2003/5/9/10
gained full yellow ends, those on no.2009 wrapping round onto the bodysides as
far back as the leading edge of the driver's door.
The following
list shows unit formations with the original unit number also shown and the
dates units were completed and withdrawn, also the date and location of
scrapping.
|
Unit no. Diag no. |
First no. |
Unit new |
MBT 2111 |
DTC 2700 |
Withdrawn |
Scrapping |
Scrapped
by |
|
2001 |
1891 |
Mar-35 |
10568 |
12102 |
19-Apr-69 |
Oct-69 |
Armytage Ltd, Sheepbridge |
|
2002 |
1892 |
Mar-35 |
10569 |
12103 |
3-May-69 |
Sep-69 |
Armytage Ltd, Sheepbridge |
|
2003 |
1893 |
Mar-35 |
10570 |
12104 |
26-Apr-69 |
Sep-69 |
Armytage Ltd, Sheepbridge |
|
2004 |
1894 |
Mar-35 |
10571 |
12105 |
8-Mar-69 |
Jul-69 |
Armytage Ltd, Sheepbridge |
|
2005 |
1895 |
Mar-35 |
10572 |
12106 |
12-Apr-69 |
Sep-69 |
Armytage Ltd, Sheepbridge |
|
2006 |
1896 |
Mar-35 |
10573 |
12107 |
27-Jun-63 |
Feb-70 |
A.
King Ltd, Wymondham |
|
2007 |
1897 |
Mar-35 |
10574 |
12078+ |
6-Jul-68 |
Nov-69 |
Bird
Group, Long Marston |
|
2008 |
1898 |
Mar-35 |
10575 |
12052+ |
12-Apr-69 |
Sep-69 |
Armytage Ltd, Sheepbridge |
|
2009 |
1899 |
Mar-35 |
10576 |
12110 |
12-Apr-69 |
Oct-69 |
Armytage Ltd, Sheepbridge |
|
2010 |
1900* 1890 |
Feb-35 |
10567 |
12129+ |
6-Jul-68 |
Nov-69 |
Bird
Group, Long Marston |
|
*
Renumbered Jan-36 Other
renumbering Jan-37 |
+
Later type 2 BIL DTC diagram 2701 |
||||||
INDIVIDUAL UNIT NOTES NOS.2001 - 2010
2001 Unit
out of use at Barnham by 30‑Mar‑69. Following withdrawal unit
initially stored at Lancing prior to stripping at Selhurst, then stored at
Balcombe and moved for scrapping 3‑Oct‑69 from Norwood Yard, unit
arrived in yard 14‑Oct‑69. DTC 12102 cut-up 30-Oct-69 and MBS 10568
cut-up 31‑Oct‑69.
2002 After
stripping unit stored at Polegate, then Guildford and moved for scrapping 9-Sep‑69
from there, unit arrived in yard 15‑Sep‑69. MBS 10569 cut-up 22‑Sep‑69
and DTC 12103 cut-up 23‑Sep-69.
2003 After
stripping at Slade Green, unit stored at Stewarts Lane, moving to Polegate 16-Jun-69
and moved for scrapping c22-Aug-69 from Stratford, unit arrived in yard 3‑Sep-69.
DTC 12104 cut-up 10-Sep-69 and MBS 10570 cut-up 11‑Sep-69.
2004 After
stripping unit stored at Gatwick and moved for scrapping 6-May-69 from there,
train delayed at Cricklewood unit not arriving in yard until 11-Jul-69. DTC
12105 cut-up 18-Jul-69 and MBS 10571 cut-up 22-Jul-69.
2005 After
stripping at Slade Green unit stored at Stewarts Lane, moving to Polegate 16-Jun-69
and moved for scrapping c22-Aug-69 from Stratford, unit arrived in yard 9-Sep-69.
MBS 10572 cut-up 12‑Sep-69 and DTC 12106 cut-up 13‑Sep-69.
2006 Unit
disbanded 27-Jun-63 after damage repairs to DTC 12107 and both coaches
transferred to set 900, later became 7 TC 701 in Feb-66. MBS 10573
operated as a trailer brake second whilst in 900/701, with motors removed. Both
vehicles had their jumpers altered to allow heating from BRCW Type 3
Diesel Loco ‘KA’ (later Class 33).
Unit 701 was disbanded early in 1969 and both 10573 and 12107 withdrawn
12-Apr-69 and stored at Micheldever and moved for
scrapping 31‑Jan-70 from there.
2007 Unit
out of use for a period in 1944 and MBS 10574 used as part of 4 LAV unit
2938, possibly due to war damage.
DTC 12108 badly damaged in collision with 4 SUB 4369 at
Horsham 2-Jul-61 (details?) but
repaired.
MBS 10574 damaged by fire at Brighton 8-Jun-68, DTC 12108
to 2055 and replaced by collision damaged 12078 (ex 2055), and unit
withdrawn 6-Jul-68 and stored at Micheldever then
Polegate and moved for scrapping 22-Nov-69 from Gatwick.
2008 Unit
involved in Ford collision 5-Aug-51 and damaged (units 2029, 2056 & 2100
also involved). During repairs DTC 12109 to unit 2029 and replaced by 12052
(ex 2029).
The six-coach 11.17am Brighton to Portsmouth
train (booked to stop in Ford’s Down main platform) passed the home signal at
danger and collided at about 18 mph with the rear of the eight-coach 10:47am
Three Bridges to Bognor Regis train which as standing in the Down Loop platform
waiting for the Portsmouth train to pass. Both trains were formed of two-coach
units.
The first coach of the
Portsmouth train and the rear coach of the Bognor Regis train were telescoped
together for about 40’; four other coaches were also damaged to varying
degrees.
Motorman Sherwood was
driving the Portsmouth train and was killed instantly. Eight passengers died,
forty-seven were injured with forty detained in hospital.
After stripping unit stored at Stewarts Lane, moving to Polegate
16-Jun-69 and moved for scrapping c22-Aug-69 from Stratford, unit arrived in
yard 3‑Sep-69. DTC 12052 cut-up 8‑Sep-69 and MBS 10575 cut-up 9-Sep-69.
2009 Unit
out of use at Barnham by 30-Mar-69. Following withdrawal unit initially stored
at Lancing prior to stripping at Selhurst, then stored at Balcombe and moved
for scrapping 3-Oct-69 from Norwood Yard, unit arrived in yard 14-Oct-69. Both
coaches cut-up 29-Oct-69.
2010 This
was the first built unit in February 1935 and delivered as unit 1890. It was
renumbered 1900 in January 1936, and then renumbered again, along with the
whole batch of ten units in January 1937, becoming unit 2010.
DTC 12101 to 2096 Jul-68 and replaced by collision damaged 12129
(ex 2096), and unit withdrawn 6-Jul-68 and stored at Micheldever
then Polegate and moved for scrapping 22-Nov-69 from Gatwick.
This batch of
units were authorised for the Portsmouth No. 1 electrification scheme and
were built as unit numbers 1901 ‑ 1920 and 1954 ‑ 1971
but all were renumbered before entering public traffic.
Units were
completed from August 1936 until January 1937 and stored on delivery, trial
running commencing in February 1937. These units differed from the first batch
in a number of ways, the principle difference being the adoption of
electro-pneumatic control gear allowing a smaller driver's cab in the motor
coach, a larger guard's brake and the reduction of the number of compartments
in the motor coach from 7 to 6½. Other changes involved the door positioning
along the corridor side of the trailer and consequential alterations to the
window layout, flusher fitting fixed windows mounted from the outside in
aluminium frames and no ventilation louvre above door droplights.
The motor brake
third consisted of driver's cab 4' 8½" deep, guard's brakevan now
11' 9½" wide, coupe compartment 4' 2½" wide seating four
and six third class compartments each 6' 3" wide. This coach seated
52 and was to diagram number 2115 and weighed 43 tons 5cwt. Motors were the
EE339 275hp type from new with EE control equipment. The floor of the guard's
brake van was now flat with the remainder of the coach, whilst along the
corridor side, the first L/S/L before the door at the guard's end was replaced
by a ¼ light, and there was no frosted glass window opposite the toilet
compartment door.
The driving
trailer composite had an identical internal layout to those of the first batch,
the main difference being the moving of the first door at the cab end on the
corridor side forwards to be opposite the doorway into the first compartment,
remaining door positions being as before. The intermediate non-doorway ¼ light
windows were dispensed with and the coach now had the following arrangement
from the cab end, ¼ light, door, three L/S/L, door, two L/S/L, door, three
L/S/L, door and ¼ light. Diagram number was 2701 and the coach weighed 30
tons 17cwt and seated 24 first and 32 third.
Overall unit
length remained at 129' 5" and overall weight was now 74 tons 2cwt,
whilst seating capacity was now 24 first and 84 third. The coupe compartment
had the four seats facing backwards (away from the driving cab) and there was a
shelf along the wall opposite, this compartment being intended for train crew
travelling ‘passenger’ if required.
The panelling
in the corridors was now varnished teak and use was made of ‘Rexine’, a synthetic leathercloth for other panel trim.
Units receiving
full yellow ends whilst in green livery were as follows: 2011 /2021 /2026 /2028
/2038 /2048, those on all except 2028 /2048 wrapping round onto the bodysides
as far back as the leading edge of the driver's door.
Units painted
blue (with full yellow ends) were as follows: 2016 /2021 /2022 /2024 /2025 /2028
/2032 /2033 /2034 /2036 /2043.
Unit formations
were as shown below, with the original unit number also shown, date of
delivery, date of withdrawal and date and location of scrapping.
|
Unit no. Diag no. Code |
First no. |
Unit new |
MBT 2115 CA |
DTC 2701 DA |
Withdrawn |
Scrapping |
Scrapped
by |
|
2011 |
1901 |
Aug-36 |
10577 |
12034 |
23-Jan-71 |
Sep-71
|
Bird
Group, Long Marston |
|
2012 |
1902 |
Aug-36 |
10578 |
12035 |
20-Sep-69 |
Oct-70
|
Fratton
Depot |
|
2013 |
1903 |
Aug-36 |
10579 |
12036 |
6-Sep-69 |
Nov-69
|
Bird
Group, Long Marston |
|
2014 |
1904 |
Oct-36 |
10580 |
12037 |
23-Jun-43 |
Jun-43 |
Destroyed
by enemy action Brighton |
|
2015 |
1905 |
Oct-36 |
10581 |
12038 |
24-May-69 |
Oct-69 |
Armytage Ltd, Sheepbridge |
|
2016 |
1906 |
Oct-36 |
10582 |
12039 |
11-Sep-71 |
Mar-72
|
J.
McWilliam Ltd, Shettleston |
|
2017 |
1907 |
Oct-36 |
10583 |
12040 |
21-Nov-70 |
May-71
|
T.
J. Thomson Ltd, Stockton |
|
2018 |
1908 |
Oct-36 |
10584 |
12041 |
12-Apr-69 |
Feb-70
|
Fratton
Depot |
|
2019 |
1909 |
Oct-36 |
10585 |
12042 |
3-Jan-70 |
May-70
|
J.
Cashmore Ltd, Newport |
|
2020 |
1920 |
Oct-36 |
10586 |
12043 |
10-May-69 |
Sep-69
|
Armytage Ltd, Sheepbridge |
|
2012 |
1921 |
Oct-36 |
10587 |
12044 |
27-Jun-70 |
Feb-71
|
T.
J. Thomson Ltd, Stockton |
|
Renumbered
Jan-37 |
|
||||||
|
Unit no. Diag no. Code |
First no. |
Unit new |
MBT 2115 CA |
DTC 2701 DA |
Withdrawn |
Scrapping |
Scrapped
by |
|
2022 |
1912 |
Oct-36 |
10588 |
12045 |
21-Nov-70 |
Jul-71
|
Bird
Group, Long Marston |
|
2023 |
1913 |
Oct-36 |
10589 |
12046 |
13-Sep-69 |
Dec-69 |
Armytage Ltd, Sheepbridge |
|
2024 |
1914 |
Oct-36 |
10590 |
12047 |
12-Jun-71 |
Sep-71
|
A.
King Ltd, Wymondham |
|
2025 |
1915 |
Oct-36 |
10591 |
12048 |
23-Jan-71 |
Sep-71
|
Bird
Group, Long Marston |
|
2026 |
1916 |
Oct-36 |
10592 |
12049 |
4-Apr-70 |
Jan-71
|
Milton
Metals, Cardiff |
|
2027 |
1917 |
Oct-36 |
10593 |
12050 |
23-Jan-71 |
May-71
|
T.
J. Thomson Ltd, Stockton |
|
2028 |
1918 |
Oct-36 |
10594 |
12854 1 |
12-Jun-71 |
Sep-71
|
A.
King Ltd, Wymondham |
|
2029 |
1919 |
Oct-36 |
10595 |
12109 2 |
21-Nov-70 |
Jul-71
|
J.
Cashmore Ltd, Newport |
|
2030 |
1920 |
Oct-36 |
10596 |
12053 |
13-Sep-69 |
Oct-70 |
A.
King Ltd, Wymondham |
|
2031 |
1954 |
Oct-36 |
10597 |
12054 |
10-Jan-70 |
May-70
|
J.
Cashmore Ltd, Newport |
|
2032 |
1955 |
Oct-36 |
10598 |
12055 |
12-Jun-71 |
Sep-71
|
A.
King Ltd, Wymondham |
|
2033 |
1956 |
Oct-36 |
10599 |
12056 |
12-Jun-71 |
Sep-71
|
A.
King Ltd, Wymondham |
|
2034 |
1957 |
Oct-36 |
10600 |
12057 |
11-Sep-71 |
Apr-72
|
J.
McWilliam Ltd, Shettleston |
|
2035 |
1958 |
Nov-36 |
10601 |
12058 |
10-Jan-70 |
Aug-70
|
Armytage Ltd, Sheepbridge |
|
2036 |
1959 |
Nov-36 |
10602 |
12059 |
11-Sep-71 |
Jan-72
|
J.
Cashmore Ltd, Newport |
|
2037 |
1960 |
Nov-36 |
10603 |
12060 |
4-Apr-70 |
See notes |
|
|
2038 |
1961 |
Nov-36 |
10604 |
12061 |
23-Jan-71 |
Oct-71 |
Bird
Group, Long Marston |
|
2039 |
1962 |
Nov-36 |
10605 |
12062 |
27-Dec-69 |
May-70
|
J.
Cashmore Ltd, Newport |
|
2040 |
1963 |
Nov-36 |
10606 |
12063 |
20-Sep-69 |
Apr-70
|
A.
King Ltd, Wymondham |
|
2041 |
1964 |
Nov-36 |
10607 |
12064 |
8-Feb-69 |
Jun-69
|
Armytage
Ltd, Sheepbridge |
|
2042 |
1965 |
Nov-36 |
10608 |
12065 |
21-Jun-69 |
Dec-69 |
Armytage
Ltd, Sheepbridge |
|
2043 |
1966 |
Nov-36 |
10609 |
12066 |
21-Nov-70 |
Jun-71 |
J.
Cashmore Ltd, Newport |
|
2044 |
1967 |
Nov-36 |
10610 |
12067 |
8-Feb-69 |
Jun-69
|
Armytage Ltd, Sheepbridge |
|
2045 |
1968 |
Nov-36 |
10611 |
12068 |
21-Nov-70 |
May-71
|
T.
J. Thomson Ltd, Stockton |
|
2046 |
1969 |
Dec-36 |
10612 |
12069 |
10-Jan-70 |
May-70
|
Armytage Ltd, Sheepbridge |
|
2047 |
1970 |
Jan-37 |
10613 |
12070 |
10-Jan-70 |
May-70
|
Armytage Ltd, Sheepbridge |
|
2048 |
1971 |
Jan-37 |
10614 |
12071 |
10-Jan-70 |
Aug-70 |
Armytage Ltd, Sheepbridge |
|
Renumbered
Jan-37 |
|
#1
‘all‑steel’ 2 HAL DTC diagram 2705, Code DQ. #2
‘Early type’ 2 BIL DTC diagram 2700. |
|||||
INDIVIDUAL UNIT NOTES NOS.2011 - 2048
2011 Unit
out of use at Ascot by end of 1970 and moved to Lancing for store 1‑Jan-71
and withdrawn there 23‑Jan-71. Moved to Selhurst for stripping 24-Apr-71,
then hauled to Micheldever and moved for scrapping 8‑Sep-71
from Basingstoke.
2012 Unit
slightly damaged in collision in Polegate Sidings 8‑Jan-63 (details?).
After stripping unit stored at Herne Hill, hauled to Micheldever 25-Jun-70 but detached at Woking after
DTC 12035 damaged by fire but moved on to Micheldever
by 9-Aug-70. Unit moved to Basingstoke by Sep-70 and moved for scrapping 29-Sep-70
from there.
2013 After
stripping unit stored at Polegate and moved for scrapping 22-Nov-69 from
Gatwick.
2014 Both
coaches destroyed at Brighton by enemy action 25-May-43 and unit withdrawn 23-Jun-43
when remains of bodies scrapped. Underframe of DTC 12037 salvaged and used in
construction of ‘all-steel’ 2 HAL DTC 12855 for unit 2700 Jun-54.
2015 After
stripping unit stored at Balcombe and moved for scrapping 3-Oct-69 from Norwood
Yard, unit arrived in yard 7-Oct-69. Both coaches cut-up 16-Oct-69.
2016 Following
withdrawal unit initially stored at Lancing prior to stripping at Selhurst,
then stored at Weymouth, moving to Basingstoke 25-Feb-72 and moved for
scrapping 23-Mar-72 from there.
2017 Unit
withdrawn 17-May-69 but reinstated from 31-May-69. After stripping at Selhurst
unit hauled to Micheldever (via Eastleigh) arriving
18-Feb-71 and moved for scrapping 15-May-71 from there.
2018 Unit
(with 2120) rammed by loco-hauled train at Portsmouth Harbour 5-Apr-69 (details?) and withdrawn 12-Apr-69.
Scrapped at Fratton by 21-Feb-70 by France Services.
2019 Unit
damaged by H/E blast at Brighton station 18-May-42 but repaired. After
stripping unit stored at Gatwick and moved for scrapping 29-Apr-70 from there.
2020 After
stripping unit stored at Polegate, moving to Guildford and moved for scrapping 9-Sep-69
from there, unit arrived in yard 15‑Sep-69. DTC 12043 cut-up 23‑Sep-69
and MBS 10586 cut-up 24‑Sep-69.
2021 After
stripping unit stored at Norwood Yard, moved for scrapping 30‑Jan-71 from
there.
2022 After
stripping unit moved from Selhurst to Micheldever
arriving 29-Mar-71 and stored until moved for scrapping 19-Jul-71 from there.
2023 After
stripping unit stored at Gatwick and moved for scrapping 1-Nov-69 from there,
unit arrived in yard 5-Dec-69. DTC 12046 cut-up 10-Dec-69 and MBS 10589 cut-up
11-Dec-69.
2024 Unit
out of use and stored at Lancing cMay-71 then moved to Selhurst for stripping,
hauled to Gatwick Oct-Jul-71 for store and moved for scrapping 22‑Sep-71
from there.
2025 Unit
out of use at Ascot by end of 1970 and moved to Lancing for store 1‑Jan-71
and withdrawn there 23‑Jan-71. Moved to Selhurst for stripping 24-Apr-71,
then hauled to Micheldever and moved for scrapping 8‑Sep-71
from Basingstoke.
2026 After
stripping unit stored at Norwood Yard, moved for scrapping 5‑Sep-70 from
there, though not broken‑up until Jan-71.
2027 After
stripping at Selhurst unit hauled to Basingstoke 27-Feb-71 then on to Micheldever, 1-Mar-71 for store, moved for scrapping 7-May-71
from there.
2028 MBS
10594 damaged by fire at Waterloo Oct-66 and DTC 12051 to 2 HAL 2626 Jan-67.
Unit out of use until 10594 repaired and DTC 12051 replaced by ‘all-steel’
2 HAL DTC 12854 (ex 2653) from cFeb-69. Unit then 129' 6"
long and weighed 74 tons.
Unit out of use and stored at Lancing from 1-May-71 then moved
to Selhurst for stripping 4-Jun-71 and withdrawn 12-Jun-71, hauled to Micheldever for store and finally Feltham, moved for
scrapping 15‑Sep-71.
2029 Unit
involved in Ford collision 5-Aug-51 and damaged (units 2008, 2056 & 2100
also involved). DTC 12052 to unit 2008 and replaced by 12109 (ex 2008)
during repairs.
The six-coach 11.17am Brighton to Portsmouth
train (booked to stop in Ford’s Down main platform) passed the home signal at
danger and collided at about 18 mph with the rear of the eight-coach 10:47am
Three Bridges to Bognor Regis train which as standing in the Down Loop platform
waiting for the Portsmouth train to pass. Both trains were formed of two-coach
units.
The first coach of the
Portsmouth train and the rear coach of the Bognor Regis train were telescoped
together for about 40’; four other coaches were also damaged to varying
degrees.
Motorman Sherwood was
driving the Portsmouth train and was killed instantly. Eight passengers died,
forty-seven were injured with forty detained in hospital.
Unit damaged (where?) c.May-66
and to Eastleigh for repairs. After stripping at Selhurst unit hauled to Micheldever 25-May-71 for store and moved for scrapping 12-Jul-71
from there.
2030 After
stripping at Selhurst unit stored at Herne Hill then Battersea Yard, then
moved to Micheldever 25-Jun-70 and moved for
scrapping 29-Sep-70 from Basingstoke.
2031 After
stripping unit stored at Gatwick and moved for scrapping 2-May-70 from there.
2032 Unit
out of use and stored at Lancing from 1-May-71 then moved to Selhurst for
stripping 4-Jun-71 and withdrawn 12-Jun-71, hauled to Micheldever
for store and finally Feltham, moved for scrapping 15‑Sep-71.
2033 Unit
damaged mid-1962 (where?) and MBS 10599 damaged, repaired at Lancing.
Unit out of use and stored at Lancing cMay-71 then moved to
Selhurst for stripping, hauled to Gatwick 10-Jul-71 for store and moved for
scrapping 22‑Sep-71 from there.
2034 Following
withdrawal unit initially stored at Ford. After stripping at Selhurst unit
stored at Micheldever, moving to Basingstoke 29-Mar-72
and moved for scrapping 6-Apr-72 from there.
2035 After
stripping at Selhurst unit stored at Gatwick and moved for scrapping 13-Jun-70
from there, unit arrived in yard 30-Jun-70. MBS 10601 cut-up 17-Jul-70 and DTC
12058 cut-up 8-Aug-70.
2036 Following
withdrawal unit initially stored at Ford. After stripping at Selhurst unit
hauled to Micheldever for store, moved for scrapping
17‑Jan-72 from Basingstoke.
2037 Unit
withdrawn 4-Apr-70 and sent from Norwood Yard to Derby Research Centre 25-Jul-70
as an ‘Air Brake Test Unit’ numbered 024. MBS 10603 renumbered DS70321, DTC
12060 renumbered DS70322.
Unit withdrawn during 1972 (dumped in Chaddesden
Sidings 5-Nov-72), and disposed of for scrap to Arnott Young, Bilston Apr-73.
2038 After
stripping unit spent periods in store at Three Bridges and Horsham before
moving to Micheldever 29-Mar-71. Moved for scrapping
30‑Sep-71 from Basingstoke.
2039 Unit
damaged by H/E blast at Brighton station 18-May-42 but repaired.
Unit converted at Selhurst Nov-69 for Christmas mail &
parcels traffic Dec-69 prior to withdrawal 27-Dec-69. After further stripping
unit stored at Gatwick then Norwood Yard, moved for scrapping 16-May-70 from
there.
2040 After
stripping stored at Clapham Yard. Moved for scrapping 20-Feb-70 but train
terminated at Hounslow with brake trouble and forward 26-Mar-70.
2041 After
stripping at Slade Green unit moved to Gatwick for storage 23-Apr-69.
Moved for scrapping 6-May-69 from there, train delayed at Cricklewood, unit not
arriving in yard until 30-May-69. DTC 12064 cut-up 19-Jun-69 and MBS 10607
cut-up 25-Jun-69.
2042 After
stripping unit stored at Gatwick and moved for scrapping 1-Nov-69 from there,
unit arrived in yard 5-Dec-69. Both coaches cut-up 13-Dec-69.
2043 After
stripping at Selhurst unit stored at Micheldever,
arriving 8-Mar-71 and moved for scrapping 27-May-71 from Basingstoke.
2044 Unit
damaged in derailment at Reading c.May-66 (details?) and hauled to Micheldever 13-Jun-66 prior to repair at Eastleigh.
After stripping at Slade Green unit moved to Gatwick for
storage 23-Apr-69. Moved for scrapping 6-May-69 from there, train delayed at
Cricklewood, unit not arriving in yard until 30-May-69. MBS 10610 cut-up 11-Jun-69
and DTC 12067 cut-up 13-Jun-69.
2045 DTC
12068 damaged in collision with 4 COR 3142 at Denville Jct,
Havant 17-Jun-39.
It
is understood that unit 2045 was operating (solo) a stopping train from
Chichester when it overran the junction signals at Denville Junction. The DTC
(trailing) was sideswiped by the leading coach of a Waterloo – Portsmouth train
derailing both the 2 BIL DTC and the 4 COR motor coach adjacent to Havant East signalbox. It is possible that the second coach of the 4
COR may also have been partially derailed.
Unit withdrawn but reinstated c.Feb-70.
After stripping at Selhurst unit stored at Micheldever,
arriving 2-Feb-71 and moved for scrapping 15-May-71 from there.
2046 Unit
damaged in a collision at Woking in 1937 (details?)
and suffered a partial underframe collapse, but repaired.
Following withdrawal unit initially stored at Gatwick, moving to
Selhurst for stripping Apr-70 before moving for scrapping 18-Apr-70 from there,
unit arrived in yard 30-Apr-70. Both coaches cut-up 14-May-70.
2047 Following
withdrawal unit initially stored at Gatwick, moving to Selhurst for stripping Apr-70
before moving for scrapping 18-Apr-70 from there, unit arrived in yard 23-Apr-70.
MBS 10613 cut-up 30-Apr-70 and DTC 12070 cut-up 1-May-70.
2048 After
stripping at Selhurst unit stored at Gatwick and moved for scrapping 13-Jun-70
from there, unit arrived in yard 30-Jun-70. DTC 12071 cut-up 12-Aug-70 and MBS
10614 cut-up 14-Aug-70.
This batch of
units was authorised for the Portsmouth No. 2 electrification scheme and
were identical to the previous batch with the exception of the final unit
built. This whole batch were completed between July and December 1937; entering
service working with the earlier units. These units carried their new 20xx
numbers from new.
The final unit,
2116, of the batch was experimentally built of ‘all‑steel’ construction
with steel panels welded onto a steel framework and differed slightly in
appearance from the other units, particularly in the roof detail. It also had
heavier self-contained buffers rather than the solid shank type fitted to the
earlier units.
Units gaining
full yellow ends with green livery were 2055 /2057 /2058 /2065 /2078 /2079 /2113,
those with the yellow wrapping onto the bodyside were nos.2050 /2053 /2056 /2060
/2074 /2083 /2089 /2093 /2096 /2116, whilst the following were painted blue
with full yellow ends 2052 /2058 /2062 /2064 /2067 /2072 /2075 /2080 /2086 /2090
/2098 /2099 /2101 /2103 /2104 /2111 /2112.
Unit 2074 was
the last 2 BIL unit to run in green livery, being last used in April 1971.
Unit formations
were as shown below with date of delivery, date of withdrawal and date and
location of scrapping.
|
Unit no. Diag no. Code |
Unit new |
MBT 2115 CA |
DTC 2701 DA |
Withdrawn |
Scrapping |
Scrapped
by |
|
2049 |
Jun-37 |
10615 |
12072 |
23-Aug-69 |
Dec-69 |
Armytage Ltd, Sheepbridge |
|
2050 |
Jun-37 |
10616 |
12073 |
23-Jan-71 |
Oct-71 |
Bird
Group, Long Marston |
|
2051 |
Jun-37 |
10617 |
12074 |
9-May-70 |
Jan-71
|
Milton
Metals, Cardiff |
|
2052 |
Jun-37 |
10618 |
12075 |
27-Jun-70 |
Jan-71
|
T.
J. Thomson, Stockton |
|
2053 |
Jun-37 |
10619 |
12076 |
4-Apr-70 |
Aug-70
|
Milton
Metals, Cardiff |
|
2054 |
Jun-37 |
10620 |
12077 |
4-Apr-70 |
Aug-70
|
Milton
Metals, Cardiff |
|
2055 |
Jun-37 |
10621 |
12108 3 |
23-Jan-71 |
Sep-71
|
Bird
Group, Long Marston |
|
2056 |
Jun-37 |
10622 |
12231 4 |
23-Jan-71 |
Aug-71 |
Bird
Group, Long Marston |
|
2057 |
Jun-37 |
10623 |
12080 |
23-Jan-71 |
Aug-71
|
Bird
Group, Long Marston |
|
2058 |
Aug-37 |
10624 |
12081 |
12-Jun-71 |
Sep-71
|
A.
King Ltd, Wymondham |
|
2059 |
Aug-37 |
10625 |
12082 |
5-Nov-66 |
May-67
|
Wimbledon
Park depot |
|
2060 |
Aug-37 |
10626 |
12083 |
4-Apr-70 |
Oct-70 |
Milton
Metals, Briton Ferry |
|
2061 |
Aug-37 |
10627 |
12084 |
4-Apr-70 |
Aug-70
|
Milton
Metals, Cardiff |
|
2062 |
Aug-37 |
10628 |
12085 |
12-Jun-71 |
Nov-71 |
A.
King Ltd, Wymondham |
|
2063 |
Aug-37 |
10629 |
12086 |
10-Jan-70 |
May-70
|
Armytage Ltd, Sheepbridge |
|
2064 |
Aug-37 |
10630 |
12087 |
21-Nov-70 |
Jul-71
|
Bird
Group, Long Marston |
|
2065 |
Aug-37 |
10631 |
12088 |
4-Apr-70 |
Oct-70 |
Milton
Metals, Cardiff |
|
2066 |
Sep-37 |
10632 |
12089 |
9-May-70 |
Aug-70
|
Milton
Metals, Briton Ferry |
|
2067 |
Sep-37 |
10633 |
12090 |
12-Jun-71 |
Sep-71
|
A.
King Ltd, Wymondham |
|
2068 |
Sep-37 |
10634 |
12091 |
21-Nov-70 |
Jun-71
|
J.
Cashmore Ltd, Newport |
|
2069 |
Sep-37 |
10635 |
12858 5 |
23-Jan-71 |
May-71
|
T.
J. Thomson, Stockton |
|
|
|
|
#3 ‘Early type’ 2 BIL DTC diagram
2700. #4 ‘1939 type’ 2 HAL DTC
diagram 2702, Code DE. #5 ‘all-steel’ 2 HAL DTC diagram
2705, Code DQ. |
|||
|
Unit no. Diag no. Code |
Unit new |
MBT 2115 CA |
DTC 2701 DA |
Withdrawn |
Scrapping |
Scrapped
by |
|
2070 |
Sep-37 |
10636 |
12093 |
4-Apr-70 |
Oct-70 |
Milton
Metals, Cardiff |
|
2071 |
Sep-37 |
10637 |
12094 |
14-Jun-69 |
Oct-70 |
A.
King Ltd, Wymondham. |
|
2072 |
Oct-37 |
10638 |
12095 |
12-Jun-71 |
Sep-71
|
A.
King Ltd, Wymondham. |
|
2073 |
Oct-37 |
10639 |
12096 |
13-Sep-69 |
Apr-70
|
A.
King Ltd, Wymondham. |
|
2074 |
Oct-37 |
10640 |
12097 |
12-Jun-71 |
Sep-71
|
A.
King Ltd, Wymondham. |
|
2075 |
Oct-37 |
10641 |
12098 |
21-Nov-70 |
Jun-71
|
J.
Cashmore Ltd, Newport |
|
2076 |
Oct-37 |
10642 |
12099 |
20-Sep-69 |
Dec-69 |
Armytage Ltd, Sheepbridge |
|
2077 |
Oct-37 |
10643 |
12100 |
27-Sep-69 |
Jan-70
|
Bird
Group, Long Marston |
|
2078 |
Oct-37 |
10644 |
12111 |
23-Jan-71 |
May-71
|
T.
J. Thomson, Stockton |
|
2079 |
Oct-37 |
10645 |
12112 |
26-Jul-69 |
Nov-69 |
Armytage Ltd, Sheepbridge |
|
2080 |
Oct-37 |
10646 |
12113 |
24-May-69 |
Oct-69 |
Armytage Ltd, Sheepbridge |
|
2081 |
Oct-37 |
10647 |
12114 |
23-Jan-71 |
May-71
|
T.
J. Thomson, Stockton |
|
2082 |
Oct-37 |
10648 |
12115 |
9-May-70 |
Jan-71
|
Milton
Metals, Cardiff |
|
2083 |
Oct-37 |
10649 |
12116 |
23-Jan-71 |
Dec-71 |
A.
King Ltd, Wymondham. |
|
2084 |
Oct-37 |
10650 |
12117 |
23-Jan-71 |
Dec-71 |
A.
King Ltd, Wymondham. |
|
2085 |
Oct-37 |
10651 |
12118 |
27-Dec-69 |
May-70
|
J.
Cashmore Ltd, Newport |
|
2086 |
Oct-37 |
10652 |
12119 |
12-Jun-71 |
Nov-71 |
A.
King Ltd, Wymondham. |
|
2087 |
Oct-37 |
10653 |
12120 |
12-Sep-70 |
Nov-70 |
J.
Cashmore Ltd, Newport |
|
2088 |
Oct-37 |
10654 |
12807 7 |
11-Aug-62 |
Aug-62 |
Barnham
accident |
|
2089 |
Oct-37 |
10655 |
12122 |
11-Oct-69 |
Mar-70
|
Armytage Ltd, Sheepbridge |
|
2090 |
Oct-37 |
10656 |
12123 |
11-Sep-71 |
|
Preserved
by NRM |
|
2091 |
Oct-37 |
10657 |
12124 |
11-Oct-69 |
Jan-70
|
Bird
Group, Long Marston |
|
2092 |
Oct-37 |
10658 |
12125 |
8-Feb-69 |
Jul-69
|
Armytage Ltd, Sheepbridge |
|
2093 |
Oct-37 |
10659 |
12126 |
27-Sep-69 |
Mar-70
|
Armytage Ltd, Sheepbridge |
|
2094 |
Oct-37 |
10660 |
12127 |
13-Sep-69 |
Nov-69 |
Bird
Group, Long Marston |
|
2095 |
Oct-37 |
10661 |
12128 |
4-Apr-70 |
Jun-70
|
J.
Cashmore Ltd, Newport |
|
2096 |
Oct-37 |
10662 |
12101 8 |
27-Dec-69 |
May-70
|
Milton
Metals, Briton Ferry |
|
2097 |
Oct-37 |
10663 |
12130 |
13-Sep-69 |
Nov-69 |
Bird
Group, Long Marston |
|
2098 |
Oct-37 |
10664 |
12131 |
11-Sep-71 |
Apr-72
|
J.
McWilliam Ltd, Shettleston |
|
2099 |
Oct-37 |
10665 |
12132 |
12-Jun-71 |
Sep-71
|
A.
King Ltd, Wymondham. |
|
2100 |
Oct-37 |
10666 |
12857 9 |
22-Aug-70 |
Dec-70 |
J.
Cashmore Ltd, Newport |
|
2101 |
Nov-37 |
10667 |
12134 |
12-Jun-71 |
Nov-71 |
A.
King Ltd, Wymondham. |
|
2102 |
Nov-37 |
10668 |
12135 |
4-Sep-40 |
Sep-40 |
Destroyed
by enemy action at Portsmouth Harbour |
|
2103 |
Nov-37 |
10669 |
12136 |
23-Jan-71 |
May-71
|
T.
J. Thomson, Stockton |
|
2104 |
Dec-37 |
10670 |
12137 |
12-Jun-71 |
Jun-72
|
A.
King Ltd, Wymondham. |
|
2105 |
Dec-37 |
10671 |
12138 |
23-Oct-65 |
See notes |
|
|
|
|
|
#6 ‘1939 type’ 2 HAL DTC diagram
2702, Code DE. #7 ‘1939 type’ 2 HAL DTC
diagram 2702, Code DE. #8 ‘Early type’ 2 BIL DTC
diagram 2700. # 9 ‘all-steel’
2 HAL DTC diagram 2705, Code DQ. |
|||
|
Unit no. Diag no. Code |
Unit new |
MBT 2115 CA |
DTC 2701 DA |
Withdrawn |
Scrapping |
Scrapped
by |
|
2106 |
Dec-37 |
10672 |
12139 |
8-Feb-69 |
Jun-69
|
Armytage Ltd, Sheepbridge |
|
2107 |
Dec-37 |
10673 |
12140 |
6-Sep-69 |
Nov-69 |
Bird
Group, Long Marston |
|
2108 |
Dec-37 |
10674 |
12141 |
2-Aug-69 |
Nov-69 |
Armytage Ltd, Sheepbridge |
|
2109 |
Dec-37 |
10675 |
12142 |
21-Jun-69 |
Nov-69 |
Armytage Ltd, Sheepbridge |
|
2110 |
Dec-37 |
10676 |
12143 |
7-Mar-70 |
Jun-70
|
J.
Cashmore Ltd, Newport |
|
2111 |
Dec-37 |
10677 |
12144 |
9-Oct-71 |
Feb-72
|
J.
Cashmore Ltd, Newport |
|
2112 |
Dec-37 |
10678 |
12145 |
12-Jun-71 |
Dec-71 |
A.
King Ltd, Wymondham |
|
2113 |
Dec-37 |
10679 |
12146 |
23-Jan-71 |
May-71
|
J.
Cashmore Ltd, Newport |
|
2114 |
Dec-37 |
10680 |
12147 |
21-Nov-70 |
Jul-71
|
J.
Cashmore Ltd, Newport |
|
2115 |
Dec-37 |
10681 |
12148 |
11-Oct-69 |
Mar-70
|
Armytage Ltd, Sheepbridge |
|
2116 |
Dec-37 |
10682 |
12149 |
12-Sep-70 |
Nov-70 |
J.
Cashmore Ltd, Newport |
|
|
|
|
#10
'1939 type' 2 HAL DTC Diagram 2702, Code DE. |
|||
INDIVIDUAL UNIT NOTES NOS.2049 - 2116
2049 Unit
ran with DTC 12134 (ex 2101) for a period before May-55 (reason unknown).
Unit damaged early 1960 (where?) and repaired at
Eastleigh.
After stripping unit stored at Balcombe and moved for scrapping
18-Oct-69 from there, unit arrived in yard 1-Dec-69. DTC 12072 cut-up 6-Dec-69
and MBS 10615 cut-up 9-Dec-69.
2050 After
stripping unit spent periods in store at Three Bridges and Horsham before
moving to Micheldever 29-Mar-71. Moved for scrapping
30‑Sep-71 from Basingstoke.
2051 After
stripping unit stored at Norwood Yard and moved for scrapping 5‑Sep-70
from there. Not broken‑up until Jan-71.
2052 After
stripping unit stored at Norwood Yard and moved for scrapping 9-Jan-71
from there.
2053 After
stripping unit stored at Norwood Yard and moved for scrapping 25-Jul-70
from there.
2054 After
stripping unit stored at Norwood Yard and moved for scrapping 25-Jul-70
from there.
2055 DTC
12078 damaged in collision at Wimbledon Park 14-Mar-68 and to 2007 Jun-68.
Replaced by 12108 (ex 2007).
Unit out of use at Ascot by end of 1970 and moved to Lancing for
store 1‑Jan-71 and withdrawn there 23‑Jan-71. Moved to Selhurst for
stripping 24-Apr-71, then hauled to Micheldever and
moved for scrapping 8‑Sep-71 from Basingstoke.
2056 DTC
12079 withdrawn after collision at Brighton 31-Dec-46 (details?) and condemned
1-Nov-47. MBT 10622 spare until unit reformed with ‘1939 type’
2 HAL DTC 12231 (ex.2646) Nov-47. Unit then weighed 74 tons 17cwt.
With
MBS 10622 leading this hybrid unit ran into the sand drag and buffers by New
England Road Bridge, Brighton c.18-Jan-52. There was extensive damage to both
the MBS and DTC 12231 (the end next to
the MBS and first compartment appear to have been more or less destroyed?).
After stripping at Selhurst unit hauled to Micheldever
24-May-71 and moved for scrapping 5-Aug-71 from Basingstoke <as per unit 2057>.
2057 After
stripping at Selhurst unit hauled to Micheldever 24-May-71
and moved for scrapping 5-Aug-71 from Basingstoke <as per unit 2056>.
2058 Unit
out of use for a while damaged during 1957 (details unknown, possibly
derailment between Brookwood and Farnborough at 6:33pm on 22-Nov-56 when a
broken rail lead to the partial derailment of the rearmost bogie of the
eight-coach 5:37pm Waterloo to Acot via Woking train
formed of two-car units which in turn was sidescraped
by the passing 6pm Waterloo to Plymouth train).
Unit out of use and stored at Lancing c.May-71
then moved to Selhurst for stripping and withdrawn 12-Jun-71, hauled to Gatwick
Oct-Jul-71 for store and moved for scrapping 22‑Sep-71 from there.
2059 Both
coaches withdrawn following collision with 4 COR 3135 at Wimbledon Park 20-Jun-66.
Unit stripped and broken-up on site by 6-May-67.
2060 Storage
details following withdrawal unknown.
2061 After
stripping unit stored at Norwood Yard and moved for scrapping 25-Jul-70
from there.
2062 Following
withdrawal unit initially stored at Lancing, moving to Selhurst for stripping 10-Jul-71.
After stripping unit stored at Micheldever and moved
for scrapping 3-Nov-71.
2063 Following
withdrawal unit initially stored at Gatwick, moving to Selhurst for stripping Apr-70
before moving for scrapping 18-Apr-70 from there, unit arrived in yard 23-Apr-70.
DTC 12086 cut-up 2-May-70 and MBS 10629 cut-up 5-May-70.
2064 After
stripping unit moved from Selhurst to Micheldever
arriving 2Sep-Mar-71 and stored until moved for scrapping 19-Jul-71 from there.
2065 Unit
disposed of for scrap 19-Sep-70 but train delayed at Old Oak Common until
19-Oct-70.
2066 Unit
withdrawn but reinstated cFeb-70. After stripping unit stored at
Norwood Yard and moved for scrapping 8-Aug-70 from there.
2067 Unit
stored at Lancing from 1-May-71 and withdrawn 12-Jun-71 and moved to Selhurst
for stripping. Hauled to Micheldever 24-Jun-71 for
store and moved for scrapping 7‑Sep-71 from there.
2068 Unit
withdrawn but reinstated cFeb-70. After stripping at Selhurst unit stored at Micheldever, arriving 8-Mar-71 and moved for scrapping 27-May-71
from Basingstoke.
2069 Unit
involved in Ford collision at 11:58am on 5-Aug-51 and DTC 12092 badly damaged
and withdrawn 22‑Sep-51 (units 2008, 2029 and 2100 also involved). MBT
10635 spare until unit reformed with new ‘all-steel’ 2 HAL DTC 12858,
built Feb-55. Interior had EPB-style Formica and veneer finish. Unit then
129' 6" long and weighed 74½ tons, and MBT fitted with heavier
buffers.
The six-coach 11.17am Brighton to Portsmouth
train (booked to stop in Ford’s Down main platform) passed the home signal at
danger and collided at about 18 mph with the rear of the eight-coach 10:47am
Three Bridges to Bognor Regis train which as standing in the Down Loop platform
waiting for the Portsmouth train to pass. Both trains were formed of two-coach
units.
The first coach of the
Portsmouth train and the rear coach of the Bognor Regis train were telescoped
together for about 40’; four other coaches were also damaged to varying
degrees.
Motorman Sherwood was
driving the Portsmouth train and was killed instantly. Eight passengers died,
forty-seven were injured with forty detained in hospital.
After stripping at Selhurst unit hauled to Basingstoke 27-Feb-71
then on to Micheldever, 1-Mar-71 for store, moved for
scrapping 7-May-71 from there.
2070 Unit
damaged (where?) and DTC 12093 exchanged with ‘1939 type’ 2‑HAL
DTC 12186 (ex 2601) Jun-56 to Aug-57. Unit weighed 74 tons 17cwt for
duration of this change.
Unit disposed of for scrap 19-Sep-70 but train delayed at
Old Oak Common until 19-Oct-70.
2071 After
stripping at Selhurst unit stored at Herne Hill then Battersea Yard, then
moved to Micheldever 25-Jun-70 and moved for
scrapping 29-Sep-70 from Basingstoke.
2072 Unit
out of use and stored at Lancing from 1-May-71 then moved to Selhurst for
stripping 4-Jun-71 and withdrawn 12-Jun-71, hauled to Micheldever
for store and finally Feltham, moved for scrapping 15‑Sep-71.
2073 After
stripping stored at Clapham Yard. Moved for scrapping 20-Feb-70 but train
terminated at Hounslow with brake trouble and forward 26-Mar-70.
2074 Unit
stored at Lancing from 1-May-71 and withdrawn 12-Jun-71 and moved to Selhurst
for stripping. Hauled to Micheldever 24-Jun-71 for
store and moved for scrapping 7‑Sep-71 from there.
2075 After
stripping at Selhurst unit stored at Micheldever,
arriving 8-Mar-71 and moved for scrapping 27-May-71 from Basingstoke.
2076 After
stripping unit stored at Gatwick and moved for scrapping 1-Nov-69 from there,
unit arrived in yard 11-Dec-69. MBS 10642 cut-up 19-Dec-69 and DTC 12099 cut-up
20-Dec-69.
2077 After
stripping unit stored at Gatwick and moved for scrapping 24‑Jan-70 from
there.
2078 After
stripping at Selhurst unit hauled to Basingstoke 27-Feb-71 then on to Micheldever, 1-Mar-71 for store, moved for scrapping 7-May-71
from there.
2079 After
stripping unit stored at Balcombe and moved for scrapping 18-Oct-69 from there,
unit arrived in yard 29-Oct-69. MBS 10645 cut-up 12-Nov-69 and DTC 12112 cut-up
15-Nov-69.
2080 Unit
badly damaged at Balham Jct. in collision with derailed goods train 15-May-69 (details?) and withdrawn 24-May-69. Part
of bodyside of MBS 10646 torn out. 2 HAL unit number 2696 was also
damaged. Damaged unit stored at Gatwick then Guildford, moved for scrapping 9-Sep-69
from there, unit arrived in yard 19-Sep-69. MBS 10646 cut-up 3-Oct-69 and DTC
12113 cut-up 4-Oct-69.
2081 After
stripping at Selhurst unit hauled to Basingstoke 27-Feb-71 then on to Micheldever, 1-Mar-71 for store, moved for scrapping 7-May-71
from there.
2082 After
stripping unit stored at Norwood Yard and moved for scrapping 5‑Sep-70
from there. Not broken‑up until Jan-71.
2083 Unit
had plain end and whistle 30-Mar-63.
Unit stored at Norwood Yard prior to withdrawal 23‑Jan-71
but sent in error on scrap train to Thomson, Stockton without stripping
and still with shoegear fitted 1-Sep-71. Unit
detached at Eaglescliffe and subsequently returned to
Selhurst for stripping. Unit then used for accident exercises at Ashford,
moving to Wimbledon Park in early April 1971 before being taken to Three
Bridges for a further exercise there 12-Jun-71. Unit
then moved to Micheldever for storage 26-Jul-71, and
on to Feltham 16-Nov-71. Unit moved for scrapping 20-Dec-71 from there.
2084 Unit
stored at Norwood Yard prior to withdrawal 23‑Jan-71 but sent in
error on scrap train to Thomson, Stockton without stripping and still with
shoegear fitted 1-Sep-71. Unit detached at Bedford
and subsequently returned to Selhurst for stripping 20-Feb-71. Unit then used
for accident exercises at Ashford, moving to Wimbledon Park in early April
1971 before being taken to Three Bridges for a further exercise there 12-Jun-71. Unit then moved to Micheldever
for storage 26-Jul-71, and on to Feltham 16-Nov-71. Unit moved for scrapping 20-Dec-71
from there.
2085 Unit
partly stripped at Selhurst Nov-69 for Christmas mail traffic Dec-69 prior to
withdrawal 27-Dec-69. Unit further stripped at stored at Norwood Yard and moved
for scrapping 16-May-70 from there.
2086 Following
withdrawal unit initially stored at Lancing, moving to Selhurst for stripping 10-Jul-71.
Unit then stored at Micheldever and moved for
scrapping 3-Nov-71.
2087 After
stripping unit stored at Norwood Yard and moved for scrapping 21-Nov-70
from there.
2088 Body
of DTC 12121 badly damaged in collision with 2653 at 08:19am at Littlehampton on
30-Nov-49 and withdrawn 25-Feb-50.
Formed of eight-coaches,
as the 8:4am Bognor Regis to London Bridge (via Littlehampton) was entering
platform 3 at 20 mph under clear signals it collided with the two-coach 8:18am
Littlehampton to Ford train which left platform 2 against a red starting signal.
All the wheels of the two
leading coaches of the 8:4am train were derailed; 25’ of the offside panelling
of the leading coach was stripped off. Foul of the Down line the leading bogie
of the 8:18am was derailed and the corner of the motorman’s cab driven in.
DTC 12121 was replaced by ‘1939 type’ 2 HAL DTC 12807
(ex 2653). Unit then weighed 74 tons 17cwt. Underframe of 12121 used
in construction of ‘all-steel’ 2 HAL DTC 12854 for unit 2653.
Unit overturned in derailment at 11:03am at Barnham on 1-Aug-62 when its motor coach 10654 was leading
the 6-car 10:17 am Brighton to Portsmouth Harbour service.
As the train entered
Barnham station it derailed on the partially open switches of a facing turnout number
8 (leading into the platform loop) causing the left-hand wheels of the leading
bogie to travelled up the Down platform ramp and the rear of coach 10654 swung
to the right against the Up platform so coach 10654 came to rest on its right-hand
side diagonally across both lines between the platforms, some 85 yards from the
toe of the open switch and 40 yards past the beginning of the platform ramp;
its body separating from the underframe in the process.
The front of the second
coach (ex.HAL DTC 12807) followed the rear of 10654
and partially overturned on its right-hand side; leaning against the Up
platform. The rear four coaches were not derailed and suffered only slight
damage. The derailment tripped the traction current.
Thirty-seven of the
two-hundred and fifty passengers and Driver A. Light were injured; Guard J.E.
Sands suffered shock.
The turnout had moved
because of a loose washer had bridged the reverse operating wire contact (electrical
circuit) energising the motor (Westinghouse style M3) when signal 21 was
replaced as the train passed.
Following the Barnham derailment unit 2088 was withdrawn 11-Aug-62
and cut‑up on site 22-Aug-62.
2089 After
stripping unit stored at Guildford and moved for scrapping 17-Feb-70 from
there, unit arrived in yard 26-Feb-70. MBS 10655 cut-up 11-Mar-70 and DTC 12122
cut-up 12-Mar-70.
2090 Unit
withdrawn 11-Sep-71 though out of use since 28-Jul-71 and briefly stored at
Ford prior to moving to Preston Park 14-Aug-71 for secure storage as part of
the National Collection, officially transferred 6-Apr-72. Later restored for
limited use on special occasions and open days etc.
Both coaches allocated numbers in the ‘Private Owner’ series,
10656 as NRMY 99951, 12123 as NRMY 99952, these carried on plate on underframe,
original numbers still being displayed on vehicle sides. After a period in
store at Lovers Walk, then West Worthing where unit suffered some vandal
damage, unit moved to secure storage at St Leonards depot Aug-96.
DTC 12123 moved by road to York 17-May-03 and MBS 10656 followed
in June, both coaches then underwent restoration at York National Railway
Museum (NRM) prior to moving to the NRM outstation at Shildon
for display.
2091 After
stripping unit stored at Herne Hill and moved for scrapping 17‑Jan-70
from there.
2092 After
stripping unit stored at Gatwick and moved for scrapping 6-May-69 from there,
train delayed at Cricklewood unit not arriving in yard until 6-Jun-69. MBS
10658 cut-up 30-Jun-69 and DTC 12125 1-Jul-69.
2093 After
stripping unit stored at Guildford and moved for scrapping 17-Feb-70 from there,
arrived in yard 20-Feb-70. DTC 12126 cut-up 25-Feb-70 and MBS 10659 cut-up 3-Mar-70.
2094 Following
withdrawal unit initially stored at Gatwick. After stripping unit returned to
Gatwick and moved for scrapping 8-Nov-69 from there.
2095 After
stripping at Selhurst unit hauled to Micheldever 8-Apr-70
for store and moved for scrapping 28-May-70 from there.
2096 DTC
12129 was damaged (corner of the cab on the secondman’s side) in a sidescrape collision with the second open of solo 4 BIG
7033 at Lovers Walk 23-Jun-68 and exchanged with 12101 (ex 2010) Jul-68.
DTC had small yellow warning panels and UIC yellow first-class banding.
After stripping unit stored at Norwood Yard and moved for
scrapping Sep-May-70 from there.
2097 After
stripping unit stored at Gatwick and moved for scrapping 8-Nov-69 from there.
2098 MBS 10664
damaged in collision with a van train at Hove 2-Nov-49 (details?).
Unit withdrawn but reinstated cFeb-70. Following withdrawal unit
initially stored at Ford and after stripping at Selhurst stored at Micheldever, moving to Basingstoke 29-Mar-72. Moved for
scrapping 6-Apr-72 from there.
2099 Unit
stored at Lancing from 1-May-71 and withdrawn 12-Jun-71 and moved to Selhurst
for stripping. Hauled to Micheldever 24-Jun-71 for
store and moved for scrapping 7‑Sep-71 from there.
2100 Unit
involved in Ford collision 5-Aug-51 and DTC 12133 badly damaged and withdrawn
22‑Sep-51 (units 2008, 2056 & 2069 also involved). MBT 10666 spare
until unit reformed with new ‘all-steel’ 2 HAL DTC 12857, built Feb-55.
Interior had EPB-style Formica and veneer finish. Unit then 129' 6" long and weighed
74½ tons and MBT fitted with heavier buffers. Underframe of 12133 used in
construction of ‘all-steel’ 2 HAL DTC 12856 for unit 2133.
The six-coach 11.17am Brighton to Portsmouth
train (booked to stop in Ford’s Down main platform) passed the home signal at
danger and collided at about 18 mph with the rear of the eight-coach 10:47am
Three Bridges to Bognor Regis train which as standing in the Down Loop platform
waiting for the Portsmouth train to pass. Both trains were formed of two-coach
units.
The first coach of the
Portsmouth train and the rear coach of the Bognor Regis train were telescoped
together for about 40’; four other coaches were also damaged to varying
degrees.
Motorman Sherwood was
driving the Portsmouth train and was killed instantly. Eight passengers died,
forty-seven were injured with forty detained in hospital.
After stripping unit stored at Norwood Yard and moved for
scrapping 5-Dec-70 from there.
2101 DTC
12134 used for a period prior to May-55 in unit 2049 (reason unknown).
Unit ‘ran away’ at Streatham Hill and in collision with buffers
near Balham 12-Jul-63 and badly damaged, but repaired at Eastleigh May-64 after
a period of storage at Micheldever.
Following withdrawal unit initially stored at Lancing and moved
to Selhurst for stripping 24-Jul-71. After stripping unit stored at Micheldever and moved for scrapping 3-Nov-71
2102 Both
coaches destroyed by enemy action at Portsmouth Harbour 12-Aug-40 (along with
2132) and unit withdrawn 4‑Sep-40. Underframes scrapped at Lancing during
1943, that of 10668 30-Jun-43.
2103 Unit
in collision with 4 SUBs 4717 and 4703 at Wimbledon Park 24-Nov-70 and
DTC 12136 cab damaged and unit withdrawn 23‑Jan-71 and hauled to Micheldever 5-Feb-71 for store and moved for scrapping 15-May-71
from there.
2104 Following
withdrawal unit initially stored at Gatwick and after stripping returned there
for storage prior to moving to Weymouth 25-Mar-72 and later back to
Brockenhurst. Unit moved for scrapping from there 12-Jun-72
but train delayed at Hounslow and forward from there
20-Jun-72.
2105 Unit
in collision with ‘Queen Mary’ bus at 09:31hrs on Roundstone
Level Crossing near (near Worthing) 22-Aug-65 and DTC 12138 derailed and
damaged by fire and withdrawn 23-Oct-65. Body of 12138 scrapped at Brighton Nov-65.
MBS 10671 to store at Micheldever 5-Dec-65 until Nov-66
then to 4‑LAV 2943. Underframe of 12138 also stored at Micheldever with 10671, (eventual disposal unknown).
Running about 15 minutes
late in thick fog the 08:47hrs Down four-coach electric train (pair of two-car
units) ran through the crossing gates at Roundstone
Level Crossing which had been incorrectly opened for road traffic.
The train collided
(possibly at about 35mph) with a Southdown 69-seat double-deck ‘Queen Mary’ bus
pushing it some 54 yards along the line. The bus caught fire and was completely
burned out. The leading bogie of unit 2105 was derailed and the coach damaged
by fire. Eight bus passengers perished in the incident.
Prior to the incident unit
2105 had been last painted in 1959 and varnished in 1963.
2106 After
stripping unit stored at Gatwick and moved for scrapping 6-May-69 from there,
train delayed at Cricklewood, unit not arriving in yard until 6-Jun-69. MBS
10672 cut-up 23-Jun-69 and DTC 12139 cut-up 27-Jun-69.
2107 After
stripping unit stored at Polegate and later Gatwick and moved for scrapping 22-Nov-69
from there.
2108 After
stripping unit stored at Gatwick and moved for scrapping 11-Oct-69 from there,
unit arrived in yard 22-Oct-69. DTC 12141 cut-up 1-Nov-69 and MBS 10674 cut-up
5-Nov-69.
2109 After
stripping unit stored at Gatwick and moved for scrapping 11-Oct-69 from there,
unit arrived in yard 22-Oct-69. DTC 12142 cut-up 13-Nov-69 and MBS 10675 cut-up
11-Nov-69.
2110 After
stripping at Selhurst unit hauled to Micheldever 8-Apr-70
for store and moved for scrapping 28-May-70 from there.
2111 Unit
retained after units withdrawn 29-Jul-71 to work final railtour 25‑Sep-71
then withdrawn and after stripping at Selhurst stored at Shalford
from 13‑Jan-72. Moved for scrapping 11-Feb-72 from there.
2112 Following
withdrawal unit stored initially at Lancing and moved to Selhurst for stripping
9-Sep-71. Stored (probably at Norwood Yard) and moved for scrapping
Dec-71.
2113 Unit
in collision with 2 HAL 2611 at Wimbledon Park late 1959 and MBS 10679
damaged. DTC 12146 exchanged with damaged 12196 (ex 2611) and unit stored
at Hassocks prior to repair at Lancing. Reverted to original formation Mar-61.
Unit weighed 74 tons 17cwt for duration of this change.
After stripping at Selhurst unit hauled to Micheldever
arriving 8-Mar-71 and moved for scrapping 8-May-71 from there.
2114 Following
withdrawal unit stored initially at Lancing. After stripping at Selhurst unit
hauled to Micheldever 25-May-71 for store and moved
for scrapping 12-Jul-71 from there.
2115 After
stripping unit stored at Guildford and moved for scrapping 17-Feb-70 from
there, unit arrived in yard 26-Feb-70. DTC 12148 cut-up 7-Mar-70 and MBS 10681
cut-up 14-Mar-70.
2116 Units
introduced with an experimental steel roof and individual curved gutters above
each door.
After stripping unit stored at Norwood Yard and moved for
scrapping 21-Nov-70 from there.
Built between
August and November 1938 this final batch of thirty-six 2 BIL units was
authorised for the extension of electrification from Virginia Water to
Reading (Southern), Ascot to Ash Vale and Aldershot (South Junction) to
Guildford. This scheme covered 88 track miles and also included electrifying
the local lines between Pirbright Junction and Sturt Lane Junction and round
the spur to Frimley Junction though these lines were not used by regular
timetabled electric trains.
Engineering
work for this scheme was less extensive than that required for both the
Portsmouth schemes and involved lengthening platforms to 540' where necessary
and a new goods yard was provided at Virginia Water as a consequence of
track layout alterations there.
At Ascot there
were separate platforms for the Reading and Guildford lines and a new spur was
provided at the west end of the station to allow the splitting of electric
trains there for both routes. This required the provision of a new signal box
and the new arrangements being brought into use from 16th October
1938.
Berthing
sidings were provided at Reading and additional sidings electrified at
Guildford. Power supplies for this scheme saw current taken from the CEGB at
Reading and distributed to ten rectifier substations, six of these between
Virginia Water and Reading, three between Ascot and Ash Vale and one
between Aldershot and Guildford. These were controlled from the existing
control room at Woking.
Trial running
of electric trains began from 30th October 1938, though a unit
had been steam‑hauled to Reading on 23rd October for shoe
clearance trials, and the full public service commenced from 1st January
1939 although the official opening had taken place on 30th December
1938 when a 4 BUF unit ran from Waterloo to Reading picking up Mayors,
Town Clerks and other civic leaders en route.
The train
service consisted of trains at ½ hourly frequency running fast from Waterloo to
Staines and dividing at Ascot for Reading & Guildford, the Guildford
portion reversing at Aldershot. In busy hours the frequency stepped up to every
twenty minutes and there were a few trains from Ascot to Woking via Aldershot
with London connections to avoid Camberley line passengers having to change at
Ash Vale.
Units
2117 ‑ 2152 provided for this scheme were delivered from July
to November 1938 and the bodies were identical to those of the previous two
batches of units with the exception of the use of wider ‘Alpax’
aluminium flanges around the window frames. This batch also had stronger
underframes (through the provision of additional cross-bracing) and heavier
self-contained Spencer Moulton buffers and each vehicle was heavier, the MBTs
now weighing 44 tons 8cwt and the DTCs 31 tons 13cwt giving a revised
unit total of 76 tons.
The strength of
the pre-war SR electric stock was not great when compared to the post-war
(pre-1951) Southern Region stock or proposed strength for 1951 British Railways
stock. The shear strength of the body was taken at a point just above floor
level with the figure based on the ultimate shear strength of the materials
involved.
|
Type of coach |
Strength of underframe to resist end thrust measured
in tons |
Shear strength of body end to resist telescoping
measured in tons |
|
Pre-war Motor
coach |
60 |
44 |
|
Pre-war
Driving Trailer |
80 |
44 |
|
Post-war
Motor coach |
106 |
146 |
|
Post-war
Driving Trailer |
90 |
146 |
|
Future BR
Motor coaches |
150 |
230 |
|
Future BR
Driving Trailers |
150 |
230 |
Units gaining
full yellow ends with green livery were nos.2137 /2151 whilst unit nos.2121/ 2130
/2141 /2146 /2147 /2150 were similarly treated though with the yellow wrapping
round onto the bodysides back as far as the leading edge of the driver's door.
The following
units were painted blue with full yellow ends nos.2123 /2132 /2133 /2134 /2135 /2137
/2139 /2140 /2141 /2147.
Unit formations
were as shown below with date of delivery, date of withdrawal and date and
location of scrapping.
|
Unit no. Diag no. Code |
Unit new |
MBT 2115 CA |
DTC 2701 DA |
Withdrawn |
Scrapping |
Scrapped
by |
|
2117 |
Aug-38 |
10683 |
12150 |
12-Sep-70 |
Nov-70 |
J.
Cashmore Ltd, Newport |
|
2118 |
Aug-38 |
10684 |
12151 |
27-Dec-69 |
May-70
|
Milton
Metals, Briton Ferry |
|
2119 |
Aug-38 |
10685 |
12152 |
13-Jan-45 |
Jan-45 |
Destroyed
by enemy action (V2) at Peckham Rye depot |
|
2120 |
Aug-38 |
10686 |
12153 |
12-Apr-69 |
Feb-70
|
Fratton
Depot |
|
2121 |
Aug-38 |
10687 |
12154 |
2-Aug-69 |
Feb-70
|
Fratton
Depot |
|
2122 |
Aug-38 |
10688 |
12155 |
8-Feb-69 |
Jul-69 |
Armytage Ltd, Sheepbridge |
|
2123 |
Aug-38 |
10689 |
12193 11 |
11-Sep-71 |
Mar-72
|
J.
McWilliam Ltd, Shettleston |
|
2124 |
Sep-38 |
10690 |
12157 |
12-Sep-70 |
Nov-70 |
J.
Cashmore Ltd, Newport |
|
2125 |
Sep-38 |
10691 |
12158 |
2-Aug-69 |
Dec-69 |
Armytage Ltd, Sheepbridge |
|
2126 |
Sep-38 |
10692 |
12159 |
13-Sep-69 |
Nov-69 |
Bird
Group, Long Marston |
|
2127 |
Sep-38 |
10693 |
12160 |
20-Sep-69 |
Nov-69 |
Bird
Group, Long Marston |
|
2128 |
Sep-38 |
10694 |
12161 |
11-Oct-69 |
Jan-70 |
Bird
Group, Long Marston |
|
2129 |
Sep-38 |
10695 |
12162 |
26-Jul-69 |
Nov-69 |
Armytage Ltd, Sheepbridge |
|
2130 |
Sep-38 |
10696 |
12163 |
23-Jan-71 |
Jul-71
|
Bird
Group, Long Marston |
|
2131 |
Sep-38 |
10697 |
12164 |
4-Sep-40 |
Sep-40 |
Destroyed
enemy action at Portsmouth Harbour |
|
2132 |
Sep-38 |
10698 |
12165 |
12-Jun-71 |
Sep-71
|
A.
King Ltd, Wymondham |
|
2133 |
Sep-38 |
10699 |
12856 12 |
12-Jun-71 |
Dec-71 |
A.
King Ltd, Wymondham |
|
2134 |
Sep-38 |
10700 |
12167 |
4-Jul-70 |
Dec-70 |
J.
Cashmore Ltd, Newport |
|
2135 |
Sep-38 |
10701 |
12168 |
9-Oct-71 |
Feb-72
|
J.
Cashmore Ltd, Newport |
|
2136 |
Sep-38 |
10702 |
12169 |
9-May-70 |
Jan-71
|
Milton
Metals, Cardiff |
|
2137 |
Oct-38 |
10703 |
12170 |
12-Jun-71 |
Dec-71 |
A.
King Ltd, Wymondham |
|
2138 |
Oct-38 |
10704 |
12171 |
18-Oct-69 |
Jan-70
|
Bird
Group, Long Marston |
|
2139 |
Oct-38 |
10705 |
12172 |
12-Jun-71 |
Dec-71 |
A.
King Ltd, Wymondham |
|
2140 |
Oct-38 |
10706 |
12173 |
9-Oct-71 |
Feb-72
|
J.
Cashmore Ltd, Newport |
|
2141 |
Oct-38 |
10707 |
12174 |
12-Jun-71 |
Dec-71 |
A.
King Ltd, Wymondham |
|
2142 |
Oct-38 |
10708 |
12175 |
10-May-69 |
Sep-69
|
Armytage Ltd, Sheepbridge |
|
2143 |
Oct-38 |
10709 |
12176 |
26-Jul-69 |
Nov-69 |
Armytage Ltd, Sheepbridge |
|
2144 |
Oct-38 |
10710 |
12177 |
11-Oct-69 |
Feb-70
|
Armytage Ltd, Sheepbridge |
|
2145 |
Oct-38 |
10711 |
12178 |
10-Jan-70 |
May-70
|
J.
Cashmore Ltd, Newport |
|
2146 |
Nov-38 |
10712 |
12179 |
23-Jan-71 |
Jul-71
|
Bird
Group, Long Marston |
|
2147 |
Nov-38 |
10713 |
12180 |
12-Jun-71 |
Nov-71 |
A.
King Ltd, Wymondham |
|
2148 |
Nov-38 |
10714 |
12181 |
3-May-69 |
Oct-69
|
Armytage Ltd, Sheepbridge |
|
2149 |
Nov-38 |
10715 |
12182 |
11-Oct-69 |
Jan-70
|
Bird
Group, Long Marston |
|
2150 |
Nov-38 |
10716 |
12183 |
21-Nov-70 |
Aug-71
|
Bird
Group, Long Marston |
|
2151 |
Nov-38 |
10717 |
12184 |
4-Apr-70 |
Oct-70 |
Milton
Metals, Cardiff |
|
2152 |
Nov-38 |
10718 |
12185 |
4-Apr-70 |
Oct-70 |
Milton
Metals, Cardiff |
|
|
|
|
#11 ‘1939 type’ 2 HAL DTC
diagram 2702, Code DE. #12 ‘All-steel’
2 HAL DTC diagram 2705, Code DQ. |
|||
INDIVIDUAL UNIT NOTES NOS.2117 TO 2152
2117 After
stripping unit stored at Norwood Yard and moved for scrapping 21-Nov-70
from there.
2118 Unit
partly stripped at Selhurst Nov-69 for Christmas mail and parcels traffic Dec-69
prior to withdrawal 27-Dec-69. Unit stored partly stripped at Balcombe until
moved to Selhurst for further stripping, then stored at Norwood Yard until
moved for scrapping Sep-May-70 from there.
2119 Unit
wrecked by enemy action during V2 hit at Peckham Rye Depot 6‑Jan-45
and withdrawn 13‑Jan-45. Underframe of DTC 12152 used in repair of ‘1939
type’ 2 HAL DTC 12191 in unit 2606.
2120 Unit
(with 2018) rammed by loco-hauled train at Portsmouth Harbour 5-Apr-69 (details?) and withdrawn 12-Apr-69.
Scrapped at Fratton by 21-Feb-70 by France Services.
2121 Unit
damaged in collision with 4 CIG 7309 in Three
Bridges Sidings c.1-Aug-69 and withdrawn 2-Aug-69. Unit stored in disused MPD
until taken to Fratton for scrapping by 21-Feb-70 by France Services.
2122 Unit
damaged Feb-69 (location unknown) and withdrawn 8-Feb-69. After
stripping unit stored at Gatwick and moved for scrapping 6-May-69 from there,
train delayed at Cricklewood, unit not arriving in yard until 11-Jul-69. DTC
12155 cut-up 17-Jul-69 and MBS 10688 cut-up 24-Jul-69.
2123 DTC
12156 damaged (where?) and withdrawn 3‑Jan-68 and replaced by
‘1939 type’ 2 HAL DTC 12193 (ex 2608). 12156 scrapped at
A King Ltd, Wymondham Sep-68 formed as part of 4 LAV 2941.
Following withdrawal unit initially stored at Lancing prior to stripping
at Selhurst, then stored at Weymouth, moving to Basingstoke 25-Feb-72 and moved
for scrapping 23-Mar-72 from there.
2124 Unit
withdrawn but reinstated c.Feb-70. After stripping
unit stored at Norwood Yard and moved for scrapping 21-Nov-70 from there.
2125 After
stripping unit stored at Gatwick and moved for scrapping 11-Oct-69 from there,
unit arrived in yard 25-Nov-69. DTC 12158 cut-up 28-Nov-69 and MBS 10691 cut-up
2-Dec-69.
2126 After
stripping unit stored at Gatwick and moved for scrapping 8-Nov-69 from there.
2127 After
stripping unit stored at Gatwick and moved for scrapping 8-Nov-69 from there.
2128 After
stripping unit stored at Gatwick and moved for scrapping 24‑Jan-70 from
there.
2129 After
stripping unit stored at Balcombe and moved for scrapping 18-Oct-69 from there,
unit arrived in yard 4-Nov-69. DTC 12162 cut-up 20-Nov-69 and MBS 10695 cut-up
26-Nov-69.
2130 Unit
out of use from c.Sep-57 to c.Jun-58 damaged, (details
unknown).
After stripping at Selhurst unit hauled to Micheldever
for store, arriving 29-Mar-71 and moved for scrapping 19-Jul-71 from there.
2131 Both
coaches destroyed by enemy action at Portsmouth Harbour 12-Aug-40 (along with
unit 2102) and unit withdrawn 4‑Sep-40. Underframes scrapped at Lancing
during 1943, that of 10697 23-Jun-43 and that of 12164 18-Aug-43.
2132 Unit
stored at Lancing from 1-May-71 and withdrawn 12-Jun-71 and moved to Selhurst
for stripping. Hauled to Micheldever 24-Jun-71 for
store and moved for scrapping 7‑Sep-71 from there.
2133 Whilst
working the Aldershot portion of the 8:54pm from Waterloo on 8-Nov-52 unit 2133 had a brake failure resulting in collision with
light engine outside Guildford station. DTC 12166 was badly damaged and
withdrawn 15-Nov-52.
The
8:54pm from Waterloo ha divided at Ascot with the front two coaches going to
Reading; the rear two coaches forming the 9:46pm portion to Guildford via
Aldershot. The train lost control descending Pinks Hill (1 in 100) running past
two signals at danger and colliding with the tender of approaching ‘700’ class
locomotive number 30693 outside of Guildford’s signalbox.
The brakes had failed due to lack of air pressure after a compressor fuse had
blown.
30693
was pushed back nearly 30 yards and its tender badly damaged. The leading coach
of 2133 (DTC 12166) was split open, the two steel solebars of the underframe
were bent backwards and the front half of the vehicle destroyed; its leading
bogie being driven back to the trailing bogie. 12166 was thrown to the right
coming to rest against the tender of another light engine Q1 class 33013. MBT 10699
was virtually undamaged.
Motorman H. Tullett was killed instantly. Of the sixty-five passengers
on the train, one died, thirty-seven were injured with six detained in
hospital.
MBT 10699 spare until unit reformed with new ‘all‑steel’
2 HAL DTC 12856 built Feb-55 on underframe of former 12133 (ex 2100).
Interior had EPB-style Formica and veneer finish. Unit then 129' 6"
long and weighed 75 tons.
After withdrawal unit initially stored at Lancing, moving to
Selhurst 17-Jul-71 for stripping. Unit then stored at Micheldever
and later Feltham. Moved for scrapping 20-Dec-71 from there.
2134 Unit
out of use from 4-Jul-70 and initially stored at Ford and moved to Selhurst for
stripping 21-Aug-70 and withdrawn. After stripping unit stored at
Norwood Yard and moved for scrapping 5-Dec-70 from there.
2135 Unit
had plain end and whistle 22-Mar-64.
Unit retained after units withdrawn 29-Jul-71 to work final
railtour 25‑Sep-71 then withdrawn and after stripping at Selhurst stored
Weymouth, moving to Shalford from 28‑Jan-72.
Moved for scrapping 11-Feb-72 from there.
2136 Unit
withdrawn but reinstated cFeb-70. After stripping unit stored at
Norwood Yard and moved for scrapping 5‑Sep-70 from there. Not broken‑up
until Jan-71.
2137 After
withdrawal unit initially stored at Lancing, moving to Selhurst 17-Jul-71 for
stripping. Unit then stored at Micheldever and later
Feltham. Moved for scrapping 20-Dec-71 from there.
2138 After
stripping unit stored at Herne Hill and moved for scrapping 17‑Jan-70
from there.
2139 Following
withdrawal unit stored initially at Lancing and moved to Selhurst for stripping
9-Sep-71. Stored (probably at Norwood Yard) and moved for scrapping
Dec-71.
2140 Unit
retained after units withdrawn 29-Jul-71 to work final railtour 25‑Sep-71
then withdrawn and after stripping at Selhurst stored at Shalford
from 13‑Jan-72. Moved for scrapping 11-Feb-72 from there.
2141 After
withdrawal unit initially stored at Lancing, moving to Selhurst 17-Jul-71 for
stripping. Unit then stored at Micheldever and later
Feltham. Moved for scrapping 20-Dec-71 from there.
2142 After
stripping unit stored at Polegate then Guildford and moved for scrapping 9-Sep-69
from there, unit arrived in yard 11‑Sep-69. DTC 12175 cut-up 17‑Sep-69
and MBS 10708 cut-up 20‑Sep-69.
2143 After
stripping unit stored at Gatwick and moved for scrapping 11-Oct-69 from there,
unit arrived in yard 4-Nov-69. MBS 10709 cut-up 20-Nov-69 and DTC 12176 cut-up
26-Nov-69.
2144 After
stripping unit stored at Guildford and moved for scrapping 17-Feb-70 from
there, unit arrived in yard 20-Feb-70. DTC 12177 cut-up 5-Mar-70 and MBS 10710
cut-up 10-Mar-70.
2145 Unit
hit by enemy incendiaries at Fratton Depot 3-May-41 and DTC 12178 badly burnt
out but repaired.
Unit damaged by enemy action at Brighton 25-May-43, MBT 10711
badly affected. Unit repaired at Lancing by 5-Oct-43.
After stripping unit stored at Gatwick and moved for scrapping 2-May-70
from there.
2146 After
stripping at Selhurst unit hauled to Micheldever for
store, arriving 5-Apr-71 and moved for scrapping 26-Jul-71 from there.
2147 Following
withdrawal unit initially stored at Lancing, moving to Selhurst Oct-Jul-71 for
stripping. After stripping unit stored at Micheldever
and moved for scrapping 3-Nov-71.
2148 Unit
damaged in sidescrape incident (where?) and at
Lancing for repair Aug-64.
Following withdrawal unit initially stored at Gatwick. After
stripping at Slade Green unit stored at Stewarts Lane, moving to Polegate 16-Jun-69,
then Guildford and moved for scrapping 9-Sep-69 from there, unit arrived in
yard 7-Oct-69. MBS 10714 cut-up 19-Oct-69 and DTC 12181 cut-up 20-Oct-69.
2149 After
stripping unit stored at Herne Hill and moved for scrapping 17‑Jan-70
from there.
2150 After
stripping unit hauled to Micheldever 24-May-71 and
moved for scrapping 5-Aug-71 from Basingstoke.
2151 Unit
disposed of for scrap 19-Sep-70 but train delayed at Old Oak Common until
19-Oct-70.
2152 Following
withdrawal unit initially stored at Lancing, moving to Selhurst for stripping
31-Jul-70. Unit disposed of for scrap 19-Sep-70 but train delayed at
Old Oak Common until 19-Oct-70.
Built for 2 BIL and 2 HAL units
Five DTCs were
constructed between 1951 and 1955, three on underframes from collision /fire
damaged 2 BIL and 2 HAL vehicles, numbered 12854 ‑ 12858.
These coaches were formed into various 2 BIL and 2 HAL units to make
up accident losses, but one (12855) was paired with a 4 SUB type saloon
motor coach and used to make up a further 2 HAL unit numbered 2700 from
July 1954.
In the middle
of the coach one first-class and the immediately adjacent second-class
compartment were designated non-smoking.
These vehicles
were to Diagram 2705 and Code DQ.
Order
No. HO 3618 dated 2‑Nov‑49
12854 on underframe of
12121 (ex 2088) for 2 HAL unit no.2653. (c.Jan‑51).
Order No. HO 4009 dated 2‑Jul‑53
12855 on underframe of
12037 (ex 2014) for 2 HAL unit no.2700. (Jul‑54).
12856 on underframe of
12133 (ex 2100) for 2 BIL unit no.2133. (Feb‑55).
12857 on new underframe
for 2 BIL unit no.2100. (Feb‑55).
12858 on new underframe
for 2 BIL unit no.2069. (Feb‑55).
Note:
These last two were built on underframe
order No. 7566; the last two SR type 62' 0" underframes ever
built.
2 BIL no. 2069 unit at
Hove Station, Aug 1964
With the
dieselisation of the Oxted line there was a shortage of electrically heated
stock to work with the BRCW Type 3 Diesel Locomotives (later Class 33). 2
BIL unit 2006 was disbanded on the 27th June 1963 after damage
repairs to DTC 12107 and both coaches transferred to set 900 sandwiching five
former 4 SUB trailer coaches. The shoegear and
control equipment was removed and the jumper cables modified. MBS 10573
operated as a trailer brake second with motors removed reducing the coaches weight from 43 to 35 tons. Both vehicles had their
jumpers altered to allow heating from the diesel locomotives. The lavatories
and first class compartments remained. Livery was the
darker shade of BR(S) multiple unit green.
Four of the SUB
vehicles were 1946-built wooden /canvas roofed 10 compartment 'augmentation'
trailers numbered 10346 /10349 /10351 & 10353 which had been removed from
units 4329 /4346 /4328 & 4352 respectively. These 4 SUB units had been
withdrawn in 1960/1 with the remaining ‘original’ SUB trailers from these units
having been scrapped at Newhaven. After storage on the former spur line from
Winchester Junction to Worthy Down (the spur became a siding on 25th
November 1951 before removal on 24th June 1962) they were moved to
Fullerton Goods Yard thence to Micheldever before
being taken to Eastleigh for overhaul. During overhaul they were fitted with
glass-fibre doors.
The fifth SUB
trailer was 1946-built 11485 which had been removed from unit 4115 during July
1963 and was equipped with a lighting generator. This was an all-steel 9
compartment trailer; these having been designed as composites but never previously
used in that guise. For set 900 11485 had its six centremost compartments were
fitted out as first class thus becoming the only one of these trailers to be used
as a composite. The single second class compartment was marshalled towards the
DTC.
Immediately
prior to their use in set 900 all these trailers were equipped with
self-coloured fibreglass doors.
Set 900 was
released from Eastleigh works on 6th September 1963 being ready for
service on the next day. From 9th
September 1963 its usual workings were the 7:25am Tunbridge Wells to London
Bridge (via East Grinstead) berthing at New Cross Gate in readiness for the
5:20pm return. Overnight and weekends it was berthed at Eridge.
In February
1966 set 900 became 7 TC 701 and although ‘TC’ designated ‘Trailer
Control’ set 701 never had the driving cabs reinstated. In any event the lack
of side-buffers between intermediate vehicles would have probably precluded
pull-push operation.
Following the 2nd
January 1967 closure of Ashurst Junction to East Grinstead set 701’s service
now departed Crowborough at 07:57am running via Edenbridge Town but still
departed London Bridge at 17:20pm. Overnight and weekend berthing was now
undertaken at Crowborough.
On 19th
July 1967 set 701 was overhauled at Eastleigh in all-over blue (and strangely)
with full yellow ends but with the headcode panels now plated over. Vehicle 11485 received UIC yellow banding
over its first-class compartments.
Between 21st
July and 27th September 1967, the duties of set 701 were covered by
a mixed loco-hauled set comprising Bullied BCK, Mk1 FO and five Mk1 S coaches;
these being displaced from Waterloo – Basingstoke services by the new electric
trains of the Bournemouth electrification.
However, after
two electrical fires in September 1967 set 701 was stopped being used around October
1967 and stored at Tennison Road Sidings (Norwood Junction) thence Micheldever before being disbanded early in 1969. Both ex.2
BIL coaches 10573 and 12107 were withdrawn on 12th April 1969 at Micheldever before being used (along with a SUB trailer) for
a Fire Brigade exercise at Woking in November 1969. The 2 BIL coaches were subsequently
moved for scrapping at A. King’s (Wymondham) on 31st Jan 1970.
The SUB
trailers all saw further service; 9-compartment composite 11485 was
declassified to all-second and during modification for use in unit 5115 (which
had suffered accident damage at Norwood Junction) was renumbered as 15084.
10346 went to 4 SUB 4131 in June 1969; 10349 &
10351 to 4132 in August 1969 and 10353 to 4364 (which had suffered accident
damage at Hampton Court).
|
Coach no. |
Diag no. |
SR Code. |
Type in
set 900 |
From unit
number |
Original unit
type |
Set 701
& into Blue |
Number
Change |
In unit |
Final unit
type |
|
10573 |
2111 |
N/K |
TBS |
2006 |
2 BIL MBS |
1967 |
Wdn |
Scrapped |
|
|
10351 |
2013 |
DN |
TS |
4328 |
Aug. SUB |
1967 |
No change |
4132 |
4 SUB |
|
10353 |
2013 |
DN |
TS |
4352 |
Aug. SUB |
1967 |
No change |
4364 |
4 SUB |
|
11485 |
2314 |
DP |
TC |
4115 |
4 SUB |
1967 |
15084 |
5115 |
4 EPB |
|
10349 |
2013 |
DN |
TS |
4346 |
Aug. SUB |
1967 |
No change |
4132 |
4 SUB |
|
10346 |
2013 |
DN |
TS |
4329 |
Aug. SUB |
1967 |
No change |
4131 |
4 SUB |
|
12107 |
2700 |
N/K |
TC |
2006 |
2 BIL TC |
1967 |
Wdn |
Scrapped |
|
BARNHAM
DERAILMENT 1ST AUGUST 1962
These
photographs of hybrid 2 BIL unit 2088 were taken by Ian
Nolan immediately
after the Barnham derailment on 1st August 1962. Ian’s report is as
follows:
“On 1st August 1962, I was a 17-year-old
passenger in the second coach of this train, when suddenly at Barnham there was
a change from running on rails to running on the platform. Fortunately, there
were no serious injuries, and after "all change" on to buses, I was
able to complete my trip - to Eastleigh Railway Works Open Day”.
Prior to the Hornby model Ian Kirk
produced an excellent plastic kit of the 2 BIL; these were continued by DC Kits.
In 2013 Hornby produced ready-to-run 2 BIL units with SR
lined-olive liveried 2114 and 2041 as well as BR(S) green liveried 2090, 2134
and 2142.
Both the Ian
Kirk kit and the Hornby model have the correct bodystyle
for units 2011 to 2152 with the motor coach having a larger luggage area, six
first class compartments and one four seat coupe (when compared to units 2001
to 2010). Units 2117 to 2152 had the larger self-contained buffers.
These do appear
to be fine models and Hornby has fitted the correct size buffer variants. The
only errors noted so far suggest the arc chutes may be on the slim side and the
cab door handles face down instead of up. Sadly, quality control was lacking on
some with white glue visible around the window surrounds. However, it is
possible that Hornby have corrected this glue fault from 2142 onwards; a
welcome step forward.
Further models
followed in 2014 with units 2019 (BR green), 2086 (blue), 2090 (blue) &
2147 (SR lined olive). In 2019 Hornby produced a 2 BIL DTC for 2 HAL hybrid
unit no.2611.
|
Unit |
Catalogue |
Livery |
Notes |
|
2019 |
(R3257) |
BR green |
Fitted with
air horns, yellow warning panel and UIC first-class yellow cantrail banding. The model therefore
dates between 2nd December 1964 and withdrawal on 3rd
January 1970. However, the model appears to be erroneously fitted with the
heavier buffers. The inverted black
triangle provided an early indication to station staff that there was no
brake van at the other end of the unit. |
|
2041 |
(R3161A) |
SR lined |
As renumbered
from January 1937. |
|
2052 |
(R3700) |
SR lined |
As renumbered
from January 1937. |
|
2086 |
(R3258) |
BR blue |
Fitted with
air horns, full yellow ends and UIC first-class yellow cantrail banding placing it around
February 1970 to withdrawal on 12th June 1971. The inverted black triangle provided an early
indication to station staff that there was no brake van at the other end
of the unit. |
|
2090 |
(R3177) |
BR green |
Fitted with air
horns which would suggest an earliest date of 1963. 2090 lacks yellow warning
panels; it is not recorded if it received yellow warning panels before
receiving full yellow ends in green on 27th August 1967 (possibly
not as these were not recorded when it undertook an unclassified repair - but
not painting - at Eastleigh on 27th August 1965). |
|
2090 |
(R3259) |
BR blue |
Fitted with
air horns, full yellow ends and UIC first-class yellow cantrail banding placing it between 6th
February 1970 to withdrawal an 11th Sep 1971. The inverted black triangle provided an early
indication to station staff that there was no brake van at the other end
of the unit. |
|
2114 |
(R3161) |
SR lined |
As renumbered
from January 1937. |
|
2134 |
(R3162) |
BR green |
BR green
livery with self-contained buffers. Fitted with air horns which would suggest
an earliest date of 1963. The lack of yellow warning panels certainly places
it before its painting into blue livery 22nd November 67; it is
possible unit 2134 didn’t gain yellow warning panels. |
|
2142 |
(R3162A) |
BR green |
BR green
livery with self-contained buffers. Fitted with air horns (which would
suggest an earliest date of 1963), 2142 lacks yellow warning panels; it is
highly probably that it received yellow warning panels before withdrawal in
green livery on 10th May 1969. |
|
2147 |
(R3161B) |
SR lined |
As renumbered
from January 1937. |
Finally articles
on ‘Improving the Hornby 2 BIL’ including conversion to P4 can be found here and on 2 BIL hybrid units
(with 2 HAL vehicles) can be found here in the East Sussex Finescale
web pages.
Author John Atkinson with contributions from and editorial by C.
Watts.
In addition a thank you to Ian Nolan
for
kind use of his photographs and his personal account of the Barnham derailment
involving 2 BIL unit no.2088.
ALL PHOTOGRAPHS
ARE COPYRIGHT
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